Real time kinematics power equipment device with auto-steering

ABSTRACT

An automated steering device is provided usable in conjunction with power equipment machines. By way of example, the automated steering device can provide user-assisted steering for a power equipment machine to maintain tight parallel paths. The user-assisted steering can be defined relative to an initial vector traversed through user directed operation of the power equipment machine, independent of or at least in part independent of a predefined area of operation for the power equipment machine. Position location data refined by local terrestrial positioning system correction devices, or onboard rotational correction devices can be provided to obtain high positioning accuracy, and minimal path deviation. As a result, highly accurate pathing can be provided by way of the disclosed automated steering devices.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application for patent claims the benefit of priority toU.S. Provisional Patent Application No. 62/897,684, filed Sep. 9, 2019and titled REAL TIME KINEMATICS POWER EQUIPMENT DEVICE WITHAUTO-STEERING, and claims the benefit of priority to U.S. ProvisionalPatent Application No. 62/966,139, filed Jan. 27, 2020 and titled REALTIME KINEMATICS POWER EQUIPMENT DEVICE WITH AUTO-STEERING, each of whichare hereby incorporated by reference herein in their respectiveentireties and for all purposes.

INCORPORATION BY REFERENCE

The following are hereby incorporated by reference within the presentdisclosure in their respective entireties and for all purposes: U.S.Pat. No. 9,409,596 issued Aug. 9, 2016; U.S. Provisional Application No.60/701,716 filed Jul. 22, 2005; U.S. Provisional Application No.60/710,231 filed Aug. 22, 2005; U.S. Provisional Application No.60/731,593 filed Oct. 28, 2005; U.S. Pat. No. 9,944,316 issued Apr. 17,2018; U.S. Provisional Application No. 61/637,838 filed Apr. 24, 2012,U.S. Provisional Application No. 61/637,842 filed Apr. 24, 2012 and U.S.Provisional Application No. 61/656,9943 filed Jun. 7, 2012.

FIELD OF DISCLOSURE

The disclosed subject matter pertains to apparatuses and methods forautomated steering control for power equipment, for instance, utilizingposition location data and a calculated drive path for automatedsteering of a power equipment device.

BACKGROUND

Manufacturers of power equipment for outdoor maintenance applicationsoffer many types of machines for general maintenance and mowingapplications. Generally, these machines can have a variety of formsdepending on application, from general urban or suburban lawnmaintenance, rural farm and field maintenance, to specialtyapplications. Even specialty applications can vary significantly, fromsporting events requiring moderately precise turf, such as soccer fieldsor baseball outfields, to events requiring very high-precision surfacessuch as golf course greens, tennis courts and the like.

Automated vehicle technology has been introduced in test environments inrecent years. Many manufacturers have engaged in the effort to produce areliable, automated driving car and truck. While road vehicles haveparticular challenges, including differing types of roads and thevariance in vehicle density typically observed for the different typesof roads, extension of automated driving technology to off-roadequipment often presents different challenges. Operator assist systems,for instance, are one category of emerging technologies that arebecoming more prevalent for partial automation of off-road vehicleequipment.

BRIEF SUMMARY

The following presents a simplified summary in order to provide a basicunderstanding of some aspects of the disclosure. This summary is not anextensive overview of the disclosure. It is not intended to identifykey/critical elements or to delineate the scope of the disclosure. Itssole purpose is to present some concepts of the disclosure in asimplified form as a prelude to the more detailed description that ispresented later.

Disclosed in various embodiments provided herein is an apparatus forproviding automated steering for a power equipment device. As anexample, one or more embodiments include user-assisted steeringautomation to maintain parallel pathing for the power equipment device.Path vectors can be generated and position location data utilized toidentify deviations in position of the power equipment device from acurrent path. Steering adjustment data is generated and provided to anautomated steering control unit to correct the deviations in positionfrom the current path, in effect steering the power equipment devicealong the current path. The position location data can be acquired at asuitable frequency to minimize deviation from a calculated path atspeeds commonly employed by the power equipment device.

In some disclosed embodiments, real time kinematic (RTK) terrestrialpositioning correction data can be utilized to correct globalpositioning system (GPS) satellite-based positioning data. RTK-correctedGPS data can facilitate very high position accuracy for the powerequipment device, minimizing deviation from calculated path vectors.Accordingly, parallel pathing can be highly accurate, achieving goodvisual results for a mowing power equipment device, as one example amongothers.

In still further embodiments, the automated steering can employcontinuous wheel rotation (e.g., continuously driven, continuouslyrolling, or the like) for all front wheels, all rear wheels, or allfront and rear wheels of a power equipment device. In applications ofturf management (e.g., referring to mowing power equipment or other turfmanagement equipment), continuous wheel rotation can result in visuallyappealing uniformity of turf, by mitigating or avoiding divots in theturf that result from pivoting about a stationary wheel, rather thanmaintaining continuous motion of all wheels. Disclosed automatedsteering systems, by employing continuous wheel rotation while turningor otherwise adjusting steering, can achieve very high visual appeal forturf management applications.

In still further embodiments, automated steering can employ backuppositioning or path maintenance in conjunction with RTK-assisted GPSpositioning. In some embodiments, optical sensors can be employed toidentify motion non-parallel to a current path and utilized to adjuststeering of a power equipment device. In further embodiments, opticalsensors can be employed to identify a manufactured parallel lineexternal to the power equipment device (e.g., a road, a sidewalk, aconcrete path, an edge of a wall, etc.) and monitor distance from theoptical sensor to the manufactured parallel line to assist with steeringthe power equipment device. In still other embodiments, angular rotationof the power equipment device can be monitored and utilized to determinea displacement of a GPS antenna from gravitational axis of the Earth.This displacement can be utilized to further refine positioning dataaccuracy. In yet other embodiments, parallel pathing can be generatedwithin a user-defined area boundary, to confine autonomous steering to adesired area. Still other alternative or additional embodiments areprovided throughout this disclosure.

In a further embodiment, the present disclosure provides an automatedsteering apparatus for a power equipment device. The automated steeringapparatus can include a positioning device configured to wirelesslyreceive satellite-based location data of the power equipment device andto receive local positioning correction data from a terrestrialtransmitter. Further, the positioning device can comprise a processingmodule to compute corrected location data of the power equipment deviceby adjusting the satellite-based location data according to the localpositioning correction data. Still further, the automated steeringapparatus can comprise a direction module configured to utilize thecorrected location data calculated by the positioning device and secondcorrected location data, calculated by the positioning device fromsecond satellite-based location data and from second local positioningcorrection data at a different time from the corrected location data, toidentify a contemporaneous direction of motion of the power equipmentdevice. In addition to the foregoing, the automated steering apparatuscan comprise a direction control module configured to compare thecontemporaneous direction of motion to a target direction of motion andgenerate steering adjustment data configured to direct the powerequipment device toward a target path of motion. In various embodiments,the automated steering apparatus can also comprise a drive control unitconfigured to receive the steering adjustment data and activate asteering motor to change a steering apparatus of the power equipmentdevice toward the target path of motion.

In an embodiment(s), the present disclosure provides a method ofproviding assisted steering for a power equipment device. The method cancomprise receiving two or more user input entries on a user input devicecommunicatively coupled to the power equipment device and acquiringrespective position location data of the power equipment device for eachof the user input entries. In addition, the method can comprisegenerating a primary path vector through position locations defined bythe respective position location data and obtaining stored displacementdata. Utilizing the stored displacement data, the method can comprisegenerating a second path parallel to or approximately parallel to theprimary path vector and at a distance from the primary path vectordefined by the displacement data. Still further to the foregoing, themethod can comprise receiving a third user input on the user inputdevice and acquiring a current position displacement measurement or adirection of motion measurement of the power equipment device inresponse to receiving the third user input. The method can furthercomprise determining whether the direction of motion defines an anglegreater than ninety degrees from the primary path vector and whether thecurrent displacement measurement exceeds a displacement threshold factorfrom the primary path vector. In response to determining the directionof motion does define an angle greater than ninety degrees from theprimary path vector and does exceed the displacement threshold factorfrom the primary path vector, the method can comprise engaging automatedsteering apparatus of the power equipment device to automate steering ofthe power equipment device onto or along the second path in a directionopposite or approximately opposite the primary path vector.

In a further embodiment, disclosed is a driver-assisted steeringapparatus for a power equipment device. The driver-assisted steeringapparatus can comprise a location module configured to generate oracquire position location information for the power equipment device.The location module can further comprise a positioning device and anantenna fixed to the power equipment device, the positioning deviceconfigured to wirelessly receive satellite-based location datapertaining to the antenna and to wirelessly receive correction data froma stationary transceiver, and a processor configured to computecorrected location data for the antenna at least in part by adjustingthe satellite-based location data at least in part with the correctiondata and generate corrected position data for the antenna. Additionally,the driver-assisted steering apparatus can comprise a path generationmodule configured to receive a set of user input entries including afirst user input entry, and acquire a first corrected position locationdata from the corrected position data concurrent with receipt of thefirst user input entry and acquire a second corrected position locationdata from the corrected position data at a time subsequent to the firstuser input entry. In addition, the path generation module can beconfigured to generate primary parallel path data embodied by a firstvirtual path that intersects the first corrected position location dataand the second corrected position location data and generate subsequentpath data embodied by a set of virtual paths parallel to orapproximately parallel to the first virtual path location at respectiveinteger multiples of a threshold distance from the first virtual path.The driver-assisted steering apparatus can also comprise a directioncontrol module configured to determine a current heading of the powerequipment device and determine an offset from a virtual line of the setof virtual lines and generate steering adjustment data configured todirect the power equipment device toward the virtual line and a drivecontrol unit configured to receive the steering adjustment data andactivate a steering motor to change a steering apparatus of the powerequipment device consistent with the steering adjustment data.

In alternative or additional embodiments, the present disclosureprovides a graphic user interface (GUI) for a driver-assisted steeringapparatus for a power equipment device. The GUI can comprise an activedisplay configured to render graphical depictions of data display fieldsand user input command entry fields, and receive user input entryselections at a graphical depiction of a user input command entry field.The data display fields and the user input command entry fields caninclude: a primary parallel path position entry and acknowledgmentfield, a positioning system and parallel path status field, a left turncommand entry and a right turn command entry. Further, the GUI cancomprise a data storage medium for storing instructions pertaining tooperations of the graphical user interface and a processor for executingthe instructions stored in the data storage medium to perform operationsof the driver-assisted steering apparatus. The operations can comprisereceiving a first activation of the primary parallel path position entryuser input command, and forwarding a first primary parallel path entryto the driver-assisted steering apparatus and receiving a positionlocation acknowledgment from the driver-assisted steering apparatusindicating successful allocation of a first position location data pointto the first primary parallel path entry. Moreover, the operations cancomprise updating the primary parallel path position entry andacknowledgment field to graphically indicate the successful allocationof the first position location data point and receiving a secondactivation of the primary parallel path position entry user inputcommand, and forwarding the second primary parallel path entry to thedriver-assisted steering apparatus. Still further, the operations cancomprise receiving a second position location acknowledgment from thedriver-assisted steering apparatus indicating successful allocation of asecond position location data point to the second primary parallel pathentry and updating the primary parallel path position entry andacknowledgment field to graphically indicate the successful allocationof both the first position location data point and the second positionlocation data point.

In an embodiment, the present application discloses a driver-assistedsteering apparatus for a power equipment device, comprising a locationmodule configured to generate or acquire position location informationfor the power equipment device, including an antenna fixed to the powerequipment device for acquiring satellite positioning signals fordetermining positioning information of the antenna and a processor and amemory for storing instructions that, when executed by the processorperform operations. The operations can comprise: determine a distancebetween a fixed position of the antenna and a virtual antenna positionnear a steering axis of the power equipment device, modify thepositioning information of the antenna determined from the satellitepositioning signals with a variable displacement factor determined fromthe distance and generate displaced position data for the antennarepresentative of the virtual antenna position near the steering axis.Further, the driver-assisted steering apparatus can comprise a directioncontrol module configured to determine a current position and a currentheading of the power equipment device from the displaced position dataand determine a linear or angular offset from a target path stored in amemory, and generate steering adjustment data configured to direct thepower equipment device toward the target path and can comprise a drivecontrol unit configured to receive the steering adjustment data andcontrol a steering apparatus of the power equipment device consistentwith the steering adjustment data.

According to still further embodiments, the subject disclosure providesa method for correcting real-time kinematic (RTK) global position datafor a machine. The method can comprise receiving first real-timekinematic (RTK) position location data for a power equipment devicedefining a first position location for the power equipment device andacquiring a fix RTK data status for the first RTK position locationdata. Additionally, the method can comprise receiving second RTKposition location data for the power equipment device defining a secondposition location for the power equipment device, acquiring the fix RTKdata status for the second RTK position location data and determining aheading and speed of the power equipment device from the first andsecond RTK position location data. Still further, the method cancomprise receiving third RTK position location data for the powerequipment device defining a third position location for the powerequipment device and acquiring a float RTK data status for the third RTKposition location data. Moreover, the method can comprise extrapolatingan expected third position location of the power equipment device fromthe second RTK position location data, the speed and heading of thepower equipment device and time between acquiring the second RTKposition location data having the fix RTK data status and acquiring thethird RTK position location data having the float RTK data status, andcan comprise determining a correction factor at least in part from theexpected third position location of the power equipment device andutilizing the correction factor to adjust subsequent RTK positionlocation data for the power equipment device having the float RTK datastatus. In yet another embodiment, determining the correction factor canfurther comprise determining a distance vector between the expectedthird position location and the third RTK position location having thefloat RTK data status, subtracting the distance vector from the thirdRTK position location having the float RTK data status and generatingcorrected third RTK position location data for the power equipmentdevice. Alternatively, or in addition, the method can comprise receivingsubsequent RTK position location data defining a subsequent positionlocation for the power equipment device, the subsequent RTK positionlocation data having the fix RTK data status. Still further, the methodcan comprise terminating the adjusting subsequent RTK position locationdata for the power equipment device in response to receiving thesubsequent RTK position location data having the fix RTK data status inanother embodiment.

In alternative or additional embodiments, a method for providingautomated steering for a power equipment device is provided. The methodcan comprise acquiring wireless signals containing position locationinformation and determining position data for the power equipmentdevice, utilizing the position data for determining a position and aheading of the power equipment device and determining a linear orangular displacement between the position and the heading and a targetheading associated with a target path of motion stored in a memory. Themethod can additionally comprise generating steering correction signalsfor aligning the heading of the power equipment device with the targetheading, steering the power equipment device consistent with thesteering correction signals and receiving a user input entry to initiatea turn to an adjacent path. Still further, the method can compriseswitching heading determinations for the power equipment device from theposition data to a localized heading determination device associatedwith the power equipment device and can comprise initiating a first turnportion changing a direction of the power equipment device from theheading to a threshold angle from the target heading. In alternative oradditional embodiments, the method can comprise initiating a second turnportion causing the power equipment device to perform a zero radius turnchanging the direction of the power equipment device from the thresholdangle to a second threshold angle greater than the threshold angle andless than the target heading, generating additional steering correctionsignals aligning the direction of the power equipment device with thetarget heading and initiating a third turn portion steering the powerequipment device according to the additional steering correction signalsto align the direction of the power equipment device with the targetheading. In alternative or additional embodiments, the method cancomprise measuring a displacement of the power equipment devicefollowing the initiating the third turn portion and returning toutilizing the position data for determining the heading of the powerequipment device, and can comprise utilizing the position data and theheading determined from the position data for generating subsequentsteering correction signals to maintain the power equipment device alongthe target heading.

To accomplish the foregoing and related ends, certain illustrativeaspects of the disclosure are described herein in connection with thefollowing description and the drawings. These aspects are indicative,however, of but a few of the various ways in which the principles of thedisclosure can be employed and the subject disclosure is intended toinclude all such aspects and their equivalents. Other advantages andfeatures of the disclosure will become apparent from the followingdetailed description of the disclosure when considered in conjunctionwith the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 depicts a block diagram of an example system that providesuser-assisted automated steering for a power equipment device, indisclosed embodiments.

FIG. 2 illustrates a block diagram of a sample mechanical control unitfor implementing automated steering according to one or moreembodiments.

FIG. 3 depicts a block diagram of an example RTK-assisted positioningsystem and direction control device to facilitate automated steering, inan embodiment.

FIG. 4 illustrates a flowchart of an example method for implementinguser-assisted parallel path steering according to alternative oradditional disclosed embodiments.

FIG. 5 illustrates a block diagram of an example power equipment devicewith parallel path assisted steering in still further embodiments.

FIG. 6 depicts a diagram of parallel pathing defined from an initialpath vector, according to an embodiment(s).

FIG. 6A depicts a diagram of parallel pathing that illustrates a“snap-to-path” embodiment of assisted steering, in additionalembodiments.

FIG. 6B depicts a diagram of a sample three-state auto-turn according tofurther embodiments.

FIG. 6C depicts a diagram of an example three stage auto steering turnalgorithm according to additional embodiments of the present disclosure.

FIG. 6D illustrates a diagram of an example auto-path selection for anassisted steering device, in an embodiment.

FIG. 6E depicts a diagram of a sample auto-path selection for anassisted steering device, according to another embodiment of the presentdisclosure.

FIG. 6F illustrates a diagram of an example auto-steering algorithm forenforcing direction on predetermined paths of a power equipment device,in an embodiment(s).

FIG. 7 illustrates a diagram of parallel path turning utilizingcontinuous wheel driving turning according to additional embodiments.

FIG. 8 depicts a diagram of alternative continuous wheel turningaccording to other embodiments of the present disclosure.

FIG. 8A illustrates a diagram of an example continuous wheel turningembodiment with a turn radius smaller than a width of a power equipmentdevice.

FIG. 9 illustrates a block diagram of a sample power equipment devicewith position data refinement according to tilt angle of receiverequipment, in an embodiment.

FIG. 9A-9D illustrate example axial and lateral antenna displacementmeasurement and correction, in an embodiment.

FIG. 9E depicts a diagram of a sample antenna virtual displacement toimprove auto-steering for a power equipment device in furtherembodiments.

FIG. 9F depicts a diagram of an example power equipment device having aGPS antenna located forward of a driver position, in an embodiment.

FIG. 9G illustrates a diagram of an example antenna virtual displacementfor the GPS antenna location of FIG. 9F.

FIG. 9H illustrates a diagram of an example auto-steering path selectioncompensation analysis, according to one or more further embodiments ofthe present disclosure.

FIG. 9I depicts a block diagram of an example system diagram of an autosteering control system for a power equipment device, in an embodiment.

FIG. 9J illustrates a diagram of an example position location pathgenerated by real time kinematic (RTK) Fix position data, in anembodiment.

FIG. 9K depicts a diagram of a sample position location path errorresulting from RTK Fix position data being lost, and RTK Float positiondata implemented.

FIG. 9L depicts a diagram of an example RTK Fix to Float errorcorrection for a power equipment device according to some disclosedembodiments.

FIG. 10 depicts a diagram of an example embodiment utilizing assistedpath steering utilizing optical identification of an external lineboundary, in further embodiments.

FIGS. 11 and 11A illustrate a flowchart of an example method forproviding user-assisted automated steering according to still furtherdisclosed embodiments.

FIG. 12 illustrates a diagram of example parallel paths generated withina virtual boundary for a user-assisted steering device for a powerequipment, in an embodiment.

FIG. 13 depicts a diagram of example parallel paths extended tonon-contiguous virtual boundaries in a further embodiment.

FIGS. 14-14C illustrate diagrams of an example graphical user interfacefor an operator-assisted steering device for a power equipment device,in some disclosed embodiments.

FIG. 14D depicts a picture of a user-operated joystick control forauto-steering and auto-turn commands, according to one or more otherembodiments.

FIG. 14E illustrates a user-operated joystick control for engagingauto-steering operations of a power equipment device, in furtherembodiments.

FIG. 15 illustrates a block diagram of an example power equipment deviceincluding a steering assist device and property management device, infurther embodiments.

FIG. 16 depicts a diagram of an example computing environment forelectronic and data management and computer control for a powerequipment machine, in an embodiment.

It should be noted that the drawings are diagrammatic and not drawn toscale. Relative dimensions and proportions of parts of the figures havebeen shown exaggerated or reduced in size for the sake of clarity andconvenience in the drawings. The same reference numbers are generallyused to refer to corresponding or similar features in the differentembodiments, except where clear from context that same reference numbersrefer to disparate features. Accordingly, the drawings and descriptionare to be regarded as illustrative in nature and not as restrictive.

While embodiments of the disclosure pertaining to machine vision systemsfor power equipment machines are described herein, it should beunderstood that the disclosed machines, electronic and computing devicesand methods are not so limited and modifications may be made withoutdeparting from the scope of the present disclosure. The scope of thesystems, methods, and electronic and computing devices for machinevision devices are defined by the appended claims, and all devices,processes, and methods that come within the meaning of the claims,either literally or by equivalence, are intended to be embraced therein.

DETAILED DESCRIPTION

The following terms are used throughout the description, the definitionsof which are provided herein to assist in understanding various aspectsof the subject disclosure.

As used in this application, the terms “outdoor power equipment”,“outdoor power equipment machine”, “power equipment”, “maintenancemachine” and “power equipment machine” are used interchangeably and areintended to refer to any of robotic, partially robotic ride-on,walk-behind, sulky equipped, autonomous, semi-autonomous (e.g.,user-assisted automation), remote control, or multi-function variants ofany of the following: powered carts and wheel barrows, lawn mowers, lawnand garden tractors, lawn trimmers, lawn edgers, lawn and leaf blowersor sweepers, hedge trimmers, pruners, loppers, chainsaws, rakes, polesaws, tillers, cultivators, aerators, log splitters, post hole diggers,trenchers, stump grinders, snow throwers (or any other snow or icecleaning or clearing implements), lawn, wood and leaf shredders andchippers, lawn and/or leaf vacuums, pressure washers, lawn equipment,garden equipment, driveway sprayers and spreaders, and sports fieldmarking equipment.

FIG. 1 illustrates a diagram of an example communication environment 100for providing position location data for a power equipment device 102,according to one or more embodiments of the present disclosure. Powerequipment device 102 can include any suitable power equipment devicedisclosed herein or known in the art, such as one or more powerequipment device(s) listed previously. Power equipment device 102 can beequipped with a data communication interface to communicateelectronically by way of a communication framework 104, to one or moreserver devices 106. Server devices 106 provide position location data topower equipment device 102. The position location data can be stored ata power equipment device data store(s) 116, in an embodiment. In furtherembodiments, steering and location processes stored in power equipmentdevice data store(s) 116 can be activated by an auto-steer and locationmodule 114, and can utilize the position location data to provideuser-assisted steering functionality for power equipment device 102, asdescribed herein.

Communication between power equipment device 102 and server devices 106can utilize any suitable mechanism known in the art or reasonablysuggested to one of ordinary skill in the art by way of the contextprovided herein together with the knowledge of, or attributable to, sucha person. One possible communication between power equipment device 102and server devices 106 can be in the form of a data packet adapted to betransmitted between two or more computer processes by way ofcommunication framework 104. Auto-steer and location module 114 canestablish a connection with server device(s) 106, and can retrieve data,store data, submit processing requests, provide data in conjunction witha processing request, and the like, utilizing data packets or othersuitable form of wireless communication.

Communication framework 104 can be employed to facilitate communicationsbetween power equipment device 102 (or components thereof) and serverdevices 106. Communication framework 108 will generally be a wide areanetwork in most disclosed embodiments, although the subject disclosureis not limited by these embodiments. Rather, in various embodimentscommunication framework 104 can include wired/wireless connectivity to alocal area network (LAN) or larger networks, e.g., a wide area network(WAN) which may connect to a global communications network, such as theInternet. In other embodiments, communication framework 104 can comprisewireless communications of a global positioning system (GPS) including aGPS transceiver(s) located at power equipment device 102 and one or moreglobal positioning satellite devices. In some embodiments, communicationframework 104 can include connectivity between a combination of theforegoing, such as a LAN or a WAN connected to one or more serverdevices 106 associated with a GPS system. As more specific examples,communication framework 104 can provide communication utilizing: anysuitable public, private or commercial cellular voice or data network(second generation (2G), 3G, 4G, WiMAX, 4G long term evolution (LTE),5G, and so forth), a satellite voice or data network, Bluetooth®, orWi-Fi technology IEEE 802.11(a, b, g, n, . . . ), infrared, UltraWideband (UWB), or a wired connection such as a universal serial bus(USB) connection, Ethernet connection (e.g., Cat 3, Cat 5, Cat 5e, Cat6, Cat 6A, and others), or the like, or a suitable combination of theforegoing.

In most embodiments provided herein, server devices 106 and the like arereferred to as GPS satellite servers, which can include GPS satellitedevices themselves, or server devices separate from the GPS satellitedevices that generate or convey GPS positioning data to a GPS clientdevice (e.g., a GPS transceiver of auto-steer and location module 114).It should be understood that communication with server devices 106 byway of communication framework 104 can incorporate any suitable director indirect (e.g., by way of one or more non-GPS networks) communicationbetween power equipment device 102 and server devices 106 known in theart, or subsequently developed.

Positioning data can be generated utilizing wireless signals transmittedby auto-steer and location module 114, in one or more embodiments.Algorithms for generating position data for power equipment device 102from such wireless signals can be stored at server data store(s) 122.Alternatively, or in addition, the position data—once generated—can bestored at server data store(s) 122 before being transmitted to powerequipment device 102. In addition to the foregoing, position data can begenerated periodically (or semi-periodically, or a-periodically wheresuitable) to provide a set of position location data for power equipmentdevice 102 over time, to facilitate tracking motion of power equipmentdevice 102. In an embodiment, a period, frequency, rate, etc., ofposition location data generation can be controlled or modified atauto-steer and location module 114. In some embodiments, theperiod/frequency/rate of generation of position location data (referredto hereinafter as frequency of position location data) can be selectedto be sufficient to track displacement of power equipment device 102 ofless than ten centimeters (cm), between 1 cm and 10 cm, between 1 cm and5 cm, between 2 cm and 5 cm, or the like at speeds common to powerequipment device 102. Such speeds can include a mile per hour (mph), upto twenty mph, up to thirty mph, or any suitable value or range therebetween (e.g., 2 or 3 mph, about 5 mph, about 5 to about 10 mph, about10 to about 15 mph, about 15 to about 20 mph, about 20 to about 30 mph,and so forth). In some embodiments, the frequency of GPS positionlocation data provided by server devices 106 can be greater than 1 hertz(Hz), between about 1 Hz and about 100 Hz, between about 2 Hz and about50 Hz, between about 5 Hz and about 20 Hz, between about 7 Hz and about15 Hz, about 8 Hz, about 10 Hz, about 12 Hz or about 15 Hz. Othersuitable frequencies of GPS position location data can be provided.Moreover, suitable frequencies or ranges of frequencies of GPS positionlocated data provision can be selected at auto-steer location module 114in one or more embodiments, and stored by server devices 106 at serverdata store(s) 122. Thereafter, generation and provision of GPS positionlocation data can be at (or approximately at) the selected frequency.

GPS position location data determined from wireless signals between aterrestrial device (e.g., power equipment device 102) and a set oforbiting satellite devices can experience small perturbations based onatmospheric conditions (e.g., atmospheric refraction of electromagnetictransmissions) existing between terrestrial and orbiting devices.Moreover, these perturbations can change over time, due to changes inthe atmospheric conditions, as one example. Accordingly, communicationenvironment 100 can employ a location refinement device 108 that isterrestrially located. Location refinement device 108 can utilize aknown position on the Earth (either a static position, or a positionthat is static for a suitable period of time, such as an hour or more,to several days, weeks or months) to identify changes to GPS positionlocation data due to dynamic atmospheric conditions. Corrections to theGPS position location data utilizing the known position on the Earth canbe generated for location refinement device 108. Moreover, when powerequipment device 102 is within suitable proximity of location refinementdevice 108 such that atmospheric conditions affecting electromagneticsignals between location refinement device 108 and server devices 106(or GPS satellites associated with server devices 106) are the same orapproximately the same as conditions affecting electromagnetic signalsbetween power equipment device 102, corrections to GPS position locationdata generated by position location device 108 can be used to correctGPS position location data for power equipment device 102 as well.Suitable proximity of location refinement device 108 and power equipmentdevice 102 can be established by design choice, in some embodiments(e.g., a distance that correlates to less than 2 cm error betweencorrections to GPS position location data at location refinement device108 and corrections to GPS position location data at power equipmentdevice 102, as one example, or other suitable error values in otherexamples). Likewise, conditions affecting electromagnetic signalsbetween power equipment device 102 and server devices 106 (or GPSsatellites associated with server devices 106) and those affectingelectromagnetic signals between location refinement device 108 andserver devices 106 can be established as approximately the same based ondesign choice (e.g., conditions resulting in less than 2 cm deviation ofcorrection data for location refinement device 108 versus powerequipment device 102, or other suitable value).

A wireless link 132 between power equipment device 102 and locationrefinement device 108 can be established for transfer of positionlocation correction data 134. The position location correction data 134can be received by auto-steer and location module 114 and stored atpower equipment device data store(s). Moreover, the position locationcorrection data 134 can be utilized to refine GPS data received fromserver devices 106, to produce corrected position location data forpower equipment device 102. In some embodiments, the position locationcorrection data 134 can be generated by location refinement device 108and received at power equipment device 102 at a frequency equal to thefrequency of position location data received from server devices 106. Inother embodiments, the position location correction data 134 can begenerated and received at power equipment device 102 at a frequencylower than the position location data received from server devices 106.As an example, where position location correction data 134 is receivedat a frequency 100 times slower than the position location data receivedfrom server devices 106, most recent correction data 134 can be utilizedfor a plurality of cycles of position location data (e.g., 100 cycles ofposition location data), and updated upon receipt of new positionlocation correction data 134 for a second plurality of position locationdata (e.g., a second 100 cycles of position location data). In stillother embodiments, position location correction data 134 can be fixedfor relatively long periods of time (e.g., an hour, several hours, aday, etc.) and can be utilized as a correction constant for positionlocation data received from server devices 106.

In some embodiments, location refinement device 108 can be a basestation of a cellular communication network. Position locationcorrection data 134 can be generated by a service provider of a cellularnetwork, or by a third party employing the fixed position of the basestation to generate position location correction data. In otherembodiments, location refinement device 108 can be embodied as a publicradio tower configured to communicate with server devices 106 at a fixedlocation. Deviations of GPS position location data provided by serverdevices 106 can be compared to the fixed location and utilized togenerate position location correction data 134 for the fixed location,and for nearby locations (e.g., locations presumed to be affected bysubstantially the same atmospheric conditions as the fixed location). Inother embodiments, location refinement device 108 can be a mobile orsemi-mobile wireless communication device that is positioned at alocation, and then activated to communicate with server devices 106 by alocation refinement device communication channel 136 (e.g., a GPStransceiver employed by the mobile or semi-mobile wireless communicationdevice to communicate with GPS satellites embodying data servers 106,among other examples). The mobile or semi-mobile wireless communicationdevice is fixed in position upon activation and can obtain location datafrom server devices 106 over a determination time at the position.Obtained location data received over time can be utilized to, at leastin part, calculate the position location corrected data for theposition. In some embodiments, the mobile or semi-mobile wirelesscommunication device can connect with a public atmospheric datasource(s) or private atmospheric data source service, to compare changesin position location with prevailing atmospheric condition data receivedfrom the atmospheric data source(s). Position location correction data134 can be generated for the position after the determination timeutilizing position location data received during the determination timein conjunction with the atmospheric data received during thedetermination time.

FIG. 2 illustrates a block diagram of an example control modulearchitecture 200 for a power equipment device, according to someembodiments of the present disclosure. Control module architecture 200can receive direction change data, and convert the direction change datainto an adjusted steering angle for the power equipment device. Changingorientation of a steering apparatus of the power equipment deviceaccording to the adjusted steering angle can facilitate changingdirection of motion of the power equipment device. Repeating the processof receiving direction change data, generating adjusted steering anglesand changing orientation of the steering apparatus to maintain a targetpath of motion can facilitate automated steering of the power equipmentdevice along the target path of motion, to implement varioususer-assisted automated steering embodiments of the present disclosure.

Control module architecture 200 can comprise a control unit 202,including a main board 204 and input/output (I/O) board 206. Main board204 can comprise a suitable computing device, processing device, or thelike (e.g., see computer 1202 of FIG. 12, infra). Main board 204 canalso comprise one or more communication bus devices to communicativelycouple main board 204 with I/O board 206, with a motor drive 206, aswell as external devices such as direction control system 210.

Motor drive 208 can be powered by an electrical power system 230.Electrical power system 230 can comprise a battery, an alternator, agenerator, or the like, or a suitable combination thereof. Utilizingelectrical power from electrical power system 230, motor drive 208 canactivate a motor 220 connected to a steering control of a powerequipment device (not depicted, but see FIG. 5, infra). Directioncontrol system 210 can utilize position location data and generatedirection change data for changing a direction of motion of the powerequipment device. In an embodiment, the direction change data canreflect an angular difference between a current direction of motion ofthe power equipment device, and a target direction of motion. In anotherembodiment, the direction change data can reflect displacement between acurrent position of the power equipment device and a position along atarget path of motion of the power equipment device. In yet anotherembodiment, the direction change data can reflect the angular differencebetween the current direction of motion and the target direction ofmotion in combination with the displacement between the current positionand the position along the target path of motion.

In an embodiment, direction control system 210 can convert the directionchange data to a corrected steering angle for the power equipmentdevice. In an alternative embodiment, the direction change data can beprovided to mainboard 204 by way of I/O board 206, and mainboard 204 canbe configured to convert the direction change data to the correctedsteering angle. Once the corrected steering angle is determined,mainboard 204 can convert the corrected steering angle into an angularrotation metric for the steering apparatus of the power equipmentdevice. Motor drive 208 can activate motor 220 to change the steeringcontrol of the power equipment device by the angular rotation metric.The angular rotation metric can be measured in any suitable parameterthat relates to or can translate to a controlled mechanical change insteering that causes a change to a direction of motion of the powerequipment device. In an embodiment, the angular rotation metric can beembodied by a rotational angle of steering wheel(s) of the powerequipment device. In other embodiments, the angular rotation metric canbe embodied by a change in position of a steering gear that controls therotational angle of the steering wheel(s) of the power equipment device.Where steering wheels are freely rotating about a center axis of thewheel(s) (and thus are not actively driven), the angular rotation metricwill include only the rotational angle(s) of one or more wheels, and nota drive speed for steering wheels (see below).

A speed with which steering motor drive 208 converts angular rotationmetric data to motor output at motor 220 can impact a quality of thecontrol module architecture 200 for the power equipment device. Forinstance, the speed of changes to the motor output at motor 220 canaffect perceived smoothness of the automated steering provided bycontrol unit 202, and accordingly the perceived comfort of user-assistedautomated steering provided by embodiments of the present disclosure. Invarious embodiments, a frequency of conversion of angular rotation datato motor output at motor 220 can be greater than 10 hertz (Hz); greaterthan 100 Hz; between about 100 Hz and about 10,000 Hz; between about 200Hz and about 2,000 Hz; between about 500 Hz and about 1,500 Hz; betweenabout 900 Hz and about 1100 Hz; or about 1,000 Hz in variousembodiments.

In some disclosed embodiments, the angular rotation metric can be thesame or approximately the same (e.g., within a few percent deviation)for each of a plurality of steering wheels of the power equipmentdevice. In alternative or additional embodiments, the angular rotationmetric can include first steering data for a first steering wheel andsecond steering data for a second steering wheel of the power equipmentdevice (e.g., see FIGS. 7 and 8, infra). The first steering data candiffer from the second steering data depending on mechanicalcharacteristics or constraints of the power equipment device (e.g., typeof steering apparatus, type of steering wheels, mechanical driveutilized to change direction of steering wheels, mechanical driveutilized to rotate steering wheels, and so forth), a type of turn beinginitiated, or the like. For instance, where the steering wheels areactively driven by motor 220 (or another motor of the power equipmentdevice—not depicted) the first steering data can specify a relativelylarge drive speed for an outside turn wheel making a turn with a largerturn radius and a relatively small drive speed for an inside wheelmaking a turn with a smaller turn radius compared with the outside turn(e.g., see FIG. 7, infra). In other embodiments, the first steering datacan specify a different turn angle and the different drive speed fromthe second steering data. As one example, the first steering data canspecify a turn in a first direction at a first rotational speed and thesecond steering data can specify a turn in a second direction oppositethe first direction at a second rotation speed for a first portion of aturn, followed by a turn in the first direction at the second or a thirdrotational speed for a second portion of the turn (e.g., see FIG. 8,infra). As exemplified by this latter embodiment, the angular rotationmetric can include complex data with multiple steering directions androtation speeds for a single turn, which can be different for differentsteering wheels, and can vary depending on the type of turn (e.g., azero radius turn, a small radius turn in which a displacement of thepower equipment device is less than twice the width of the powerequipment device, or the like, as is known in the art or reasonablyconveyed to one of ordinary skill in the art through the contextprovided herein).

In still other embodiments, the angular rotation metric can specify arotation of a common steering axle for each of a plurality of freelyrotating (about a common rotational axis), and freely pivoting steeringwheels (about an axis perpendicular to a surface upon which the wheelsare resting). In these embodiments the steering wheels can pivotindependently to accommodate the rotation of the common steering axle,and thereby achieve a turn established by the rotation of the commonsteering axle. For large radius turns, steering wheels may pivot atsimilar angles and at similar speeds to accomplish the large radiusturn. For small radius or zero radius turns, one steering wheel mayrotate backwards for a first portion of the small (or zero) radius turnand rotate forward for a second portion of the small (or zero) radiusturn, whereas a second steering wheel may rotate forward throughout thesmall (or zero) radius turn (see, e.g., FIG. 8, infra).

Turning now to FIG. 3, there is depicted a block diagram of an exampleparallel path control system 300 for a power equipment device accordingto further embodiments of the present disclosure. Parallel path controlsystem 300 can include control unit 202 as described above with respectto FIG. 2 (although parallel path control system 300 is not limited tothe embodiments described above), including mainboard 204, I/O board 206and motor drive 208. Further, an electrical power system 230 is providedthat generates electrical power for powering motor drive 208, and amotor 220 for changing angle of a steering wheel(s) in response to motordrive 208, driving the steering wheel(s) in response to motor drive 208,or combinations of the foregoing in some embodiments. A userinput/output 310 is also provided, which can include user command ordata entry to mainboard 204 (e.g., turning control unit 202 on or off;providing auto-steering assist activation input(s), such as depicted atFIGS. 14-14C, infra; inputs for establishing a primary parallel pathvector(s); and so forth), as well as user-operated controls for a powerequipment device in other embodiments (e.g., manual acceleration pedal,manual steering, and so forth).

Communicatively connected to control unit 202 is a direction controlsystem 320 and a positioning device 330. Positioning device 330 can be aGPS position location device, in some embodiments. In other embodiments,positioning device 330 can be a cellular position location deviceconfigured to obtain position location data from one or more basestations of a cellular communication network. In still otherembodiments, positioning device 330 can be an RTK-assisted positioninglocation device, in which satellite-based GPS position location data forpositioning device 330 is refined by local positioning correction data342 generated by a terrestrial-based location refinement device 108 toproduce corrected positioning data, in an embodiment (e.g., see FIG. 1,supra). In this latter embodiment a wireless device 340 is provided tocommunicate with location refinement device 108 and obtain the localpositioning correction data 342 for correcting the satellite-based GPSposition location data acquired by positioning device 330. In stillother embodiments, positioning device 330 can include a like positionlocation system or subsequently developed position location system, or asuitable combination of the foregoing.

In various embodiments, direction control system 320 can optionallyinclude a user interface 322 for user input of parameter values, userinput of commands, user selection of operation modes, user entry of data(e.g., parallel path vector points, auto-steering trigger input, and soforth), or the like, and for output of data to a user, such asacknowledgment(s) of a user input(s), display of operation mode(s),display of input parameter values, display a command(s) being activelyprocessed or list of commands previously processed, and so forth. Insome embodiments, user input/output 310 can be utilized for user inputand output functions of direction control system 320, instead of a userinterface 322 particular to direction control system 320. In otherembodiments, user input/output 310 can incorporate a user interface forcontrol unit 202 in combination with a user interface for directioncontrol system 320.

In various embodiments, a target path of motion for a power equipmentdevice can be established by direction control system 320. The targetpath of motion can be equated to, or generated from, a primary vectorpath entered utilizing user input(s) at user interface 322 (or userinput/output 310), in various embodiments. As one example, a first userinput (e.g., a button press, a release of a button press, activation ofa switch, turn of a dial, a verbal instruction, a display screen menuselection, etc.) can establish a first point of the primary vector pathand a second user input can establish a second point of the primaryvector path. In an alternative embodiment, which can be applicable toother user input(s) references or sequence of user input referencesprovided throughout this disclosure where suitable, a first user inputcan establish the first point of the primary vector path and the secondpoint can be determined at least in part algorithmically in response tothe first user input (e.g., the second point can be establishedfollowing a fixed time after the first user input; the second point canbe established following a fixed displacement from the first point, orthe like, or a suitable combination of the foregoing). Direction controlsystem 320 can acquire (corrected) position location data frompositioning device 330 contemporaneous with the first user input andwith the second user input (or, alternatively, can acquire positionlocation data a fixed time, displacement, etc. following the first userinput instead of in response to a second user input), resulting in first(corrected) location data associated with the first user input, andsecond (corrected) location data associated with the second user input(or associated with the fixed time, fixed displacement, etc.). Wherethese user input(s) represent different positions of a power equipmentdevice during user operated movement of the power equipment device, apath vector of the power equipment device can be generated by directioncontrol system 320 at least from the first (corrected) location data andthe second (corrected) location data (see, e.g., FIG. 6, infra,including point A 602 and point B 604).

In some embodiments, a further input to direction control system 320 canactivate user-assisted automated steering of control unit 202. Theautomated steering can maintain the power equipment device on a primarypath vector (e.g., established from user inputs to direction controlsystem 320) or on a secondary (or subsequent) parallel path generatedfrom the primary path vector, in various embodiments. Automated steeringcan be implemented by generating position location points along acalculated path of motion (e.g., the primary path vector or a subsequentparallel path), and comparing contemporaneous (corrected) positionlocation data received from positioning device 330 to the positionlocation points along the calculated path of motion. Where comparison ofthe (corrected) position location data deviates from the positionlocation points along the calculated path of motion by a thresholdamount, direction control system 320 (or mainboard 204) can generatesteering adjustment data configured to direct the power equipment devicetoward the calculated path of motion (e.g., see FIG. 6-6B, infra, amongothers).

Quality and accuracy (e.g., in terms of displacement error of the powerequipment device from the target path of motion) of the user-assistedautomated steering can depend on accuracy of the position location dataobtained from positioning device 330 (see also FIGS. 9-9G, and 9J-9Linfra), as well as speed with which deviations from the target path ofmotion can be corrected by parallel path control system 300. The latterfactor can depend on a frequency with which contemporaneous (corrected)position location data is acquired by positioning device 330, afrequency with which contemporaneous (corrected) position location datais compared with position location points along the target path ofmotion, and a frequency with which the steering adjustment data iscalculated and provided to control unit 202, and applied by motor drive208 to motor 220. In some disclosed embodiments, a first frequency atwhich steering adjustment data provided by direction control module 320(or mainboard 204) is converted to motor output at steering motor 220,can be different from a second frequency at which (corrected) positionlocation data is received by positioning device 330 and steeringadjustment data is calculated by direction control module 320 (ormainboard 204). In some embodiments, the first frequency can be equal toor greater than 100 Hz, and the second frequency can be less than 100Hz. As one example, the first frequency can be between about 200 Hz andabout 2000 Hz, between about 500 Hz and about 1500 Hz, between about 900Hz and about 1100 Hz, or about 1,000 Hz, and the second frequency can bebetween about 2 Hz and about 50 Hz, between about 5 Hz and about 20 Hz,between about 7 Hz and about 15 Hz, about 8 Hz, about 10 Hz, about 12 Hzor about 15 Hz.

It is worth noting that primary path vector and secondary parallel pathsfor automated steering can be generated independent of map datadetailing surrounding features of a geographic area, according tovarious embodiments. The primary path vector can be generated from twouser input data points, as outlined above. Subsequent parallel paths canbe generated utilizing multiples of a predetermined displacementdistance from the primary path vector. For instance, the second parallelpath can be generated parallel to and one displacement distance from theprimary path vector, a third parallel path can be generated parallel toand two displacement distances from the primary path vector, a fourthparallel path can be generated parallel to and three displacementdistances from the primary path vector, and so forth. (See, for example,FIGS. 6-8 and 12-13, infra, among others).

Turning now to FIG. 4, there is depicted a flowchart of an examplemethod 400 for providing user-assisted automated steering, in variousdisclosed embodiments. At 402, method 400 can comprise generating andsaving primary path data. The primary path data can be a primary pathvector, as described herein, including calculated position locationpoints along the primary path vector. At 404, method 400 can comprisereceiving current position location data. The current position locationdata can be acquired from a position location device, in an embodiment,such as an RTK-assisted GPS location device. In at least one embodiment,the current position location data provided by the RTK-assisted GPSlocation device can be further refined by displacement of a GPS/wirelessantenna to a gravitational centerline of the earth (e.g., utilizing agyro-meter or inclinometer; see FIG. 9, infra).

At 406, method 400 can comprise loading saved primary path data fromdata storage. At 408, method 400 can comprise receiving an automatedparallel path command input and, in response to receiving the automatedparallel path command input, method 400 can comprise at 410 calculatinga desired path parallel to the primary path. At 412, method 400 cancomprise converting a desired path and position location dataestablishing a current heading into an adjusted steering angle. At 414,method 400 can comprise converting the adjusted steering angle to asteering motor output and, at 416, method 400 can comprise providing thesteering motor output to a steering motor drive.

At 418, method 400 can comprise receiving subsequent location data. Adetermination is made at 420 as to whether a new parallel path commandinput has been received. If no new parallel path command input has beenreceived, method 400 can return to reference number 412 to convert thesubsequent position location data to a subsequent adjusted steeringangle along the desired path. Otherwise, if a new parallel path commandhas been received, method 400 can return to 410 and calculate a newdesired path parallel to the primary path.

Referring now to FIG. 5, there is depicted a block diagram of an examplepower equipment device 500 with parallel path control system, accordingto alternative or additional embodiments of the present disclosure.Power equipment device 500 can comprise a power equipment control unit502, communicatively and mechanically coupled with steering, brake anddrive systems 508 of the power equipment device 500. An equipment stateand location estimator 504 can provide guidance data to automatesteering of power equipment device 500, according to various disclosedembodiments. In some embodiments, equipment state and location estimator504 can provide information usable by power equipment control unit 502to drive and stop power equipment device 500, in addition to steeringpower equipment device 500. In these latter embodiments, power equipmentdevice 500 can be an autonomous device. However, the subject disclosureis not limited to these embodiments, as in other embodiments powerequipment device 500 provides steering, drive or brake automation tosupplement or assist a user of power equipment device 500, rather thanas a fully autonomous device.

Equipment state and location estimator 504 provides position locationdata for power equipment device 500. In an embodiment, equipment stateand location estimator 504 can provide RTK-corrected GPS positionlocation data to achieve high accuracy position information for powerequipment device 500. In still further embodiments, equipment state andlocation estimator can provide angular offset adjusted data to furtherrefine the RTK-corrected GPS position location data, utilizingadditional correction data determined from displacement of a wirelessantenna from a gravitational centerline (see below, and see also FIG. 9,infra). Position location data can be utilized by power equipmentcontrol unit 502 to identify displacement from a target path of motiondetermined by a path generation module 506. In response to thedisplacement equaling or exceeding a threshold displacement (e.g., twoor more centimeters) from a closest point along the target path ofmotion determined by path generation module 506, power equipment controlunit 502 can generate steering adjustment data calculated to minimizeboth the displacement and an angular difference between a currentheading of power equipment device 500 relative to the target path ofmotion. The steering adjustment data is utilized to change a steeringmotor of steering, drive and brake system 506 to reorient powerequipment device 500 along the target path of motion.

Path generation module 506 can be substantially similar to directioncontrol system 320, in an embodiment(s) (incorporating some or allfunctionality therein), though the subject disclosure is not limited bythis embodiment(s). In other embodiments path generation module 506 caninclude some of the functionality of direction control system 320, allof the functionality thereof, or additional functionality in combinationof any of the foregoing. It should be appreciated that direction controlsystem 320 can likewise incorporate any suitable functionality specifiedfor path generation module 506, in an embodiment.

Path generation module 506 can receive user input data at userinput/output 310 to generate path vectors for power equipment device500. In some embodiments, path vectors can be generated beginning with aprimary path vector from two (or more) user input entries at userinput/output 310 representing two (or more) position location points ofpower equipment device 500, and subsequent path vectors generatedparallel to the primary path vector at respective multiples of adisplacement factor from the primary path vector. The displacementfactor can be a distance determined from a width of a work device (e.g.,a mow deck) of power equipment device 500, in an embodiment. In anotherembodiment, the displacement factor can be determined from the width ofthe work device plus an overlap value (see FIGS. 7 and 8, infra).

To implement automated steering for power equipment device 500, a pathvector of the generated path vectors can be established as an activepath vector (also referred to herein as a target path or target pathvector) and equated by path generation module 506 (or power equipmentcontrol unit 502) as the target path of motion. In some embodiments,user input at user input/output 310 can be utilized to explicitlyspecify the active path vector from the generated path vectors (e.g.,see auto-turn module 527, below). In other embodiments, a user input atuser input/output 310 in conjunction with a current heading of powerequipment device 500 or a current position displacement of powerequipment device 500 relative to a current active path vector can beutilized to select the target path vector.

For instance, as a non-limiting illustrative example of the foregoing,where a current position displacement of power equipment device 500relative to a nearest point on the current active path is less than adisplacement threshold in response to the user input at userinput/output 310, power equipment control unit 502 can be configured tomaintain the current active path as the active path. In response, powerequipment control unit 502 can generate steering adjustment data toalign position location data for power equipment device 500 withposition data of the current active path. In contrast, where the currentposition displacement of power equipment device 500 relative to thenearest point on the current active path is greater than thedisplacement threshold in response to the user input at userinput/output 310, power equipment control unit 502 can be configured toselect a new (e.g., a subsequent) path vector as the active path. Inresponse to this selection, power equipment control unit 502 cangenerate steering adjustment data to align position location data forpower equipment device 500 with position data of the new path vector.

For direction and heading determinations, a similar arrangement can beconfigured to power equipment control unit 502. As an illustrativeexample, where an angular displacement between the current heading andthe current active path vector is calculated to be less than ninetydegrees (or less than about ninety degrees, or less than anothersuitable angular displacement programmed to power equipment control unit502 to imply a turn of power equipment device 500 to a new direction ofa path vector) in response to the user input at user input/output 310,power equipment control unit 502 can be configured to maintain thecurrent direction of the active path vector (e.g., whether the activepath vector is the current path vector or the new path vector) as theactive direction. In response, power equipment control unit 502 cangenerate steering adjustment data calculated to align the currentheading with the current direction of the active path vector. Incontrast, where the angular displacement between the current heading andthe current active path vector is calculated to be greater than ninetydegrees (or greater than the value programmed to cause the turn to thenew path vector), power equipment control unit 502 can be configured toselect a new direction (e.g., a reverse direction, a 180 degreeredirection, an approximately 180 degree redirection, etc.) as theactive direction (e.g., for the current path vector or the new pathvector). In response, power equipment control unit 502 can generatesteering adjustment data to align the current heading with the newdirection (e.g., see FIG. 6, infra).

In alternative or additional embodiments, power equipment control unit502 can facilitate user-assisted autonomous driving for power equipmentdevice 500. The user-assisted autonomous driving receives a user inputidentifying a pre-determined path or route, and power equipment controlunit 502 can autonomously drive power equipment device 500 to a startingpoint of the path or route, and follow the identified path or route.This can be implemented for multiple successive paths/routes, inresponse to multiple user inputs. For instance, a GUI app andinput/output 525 can display calculated path vectors provided by pathgeneration module 506 on a user output device (e.g., a touch screendisplay, or the like) and receive a selected path vector of thedisplayed calculated path vectors as an input. An auto-turn module 527can receive the selected path vector and determine direction anddistance from a current position location and current heading of powerequipment device, and calculate a route from the current positionlocation to a start of the selected path vector. Power equipment controlunit 502 can generate steering adjustment data to cause steering, driveand brake system 508 to drive power equipment device 500 to a start ofthe selected path vector. In alternative embodiments, GUI app andinput/output 525 can receive a direction and a path advancementselection. A user can select one (or other number) path to the left (orcompass direction) to transition to, following completion of a currentpath. Alternatively, the user can select two (or other number) paths tothe right (or compass direction, etc.) to transition to, followingcompletion of a current path. Other path selection modalities known toone of ordinary skill in the art or made known to one of ordinary skillby way of the context provided herein are considered within the scope ofthe present disclosure.

State sensors 510 can be utilized in conjunction with position locationdeterminations for power equipment device 500. A localization module 512can be a wireless communication device in communication with aterrestrial-based local position correction device (e.g., localrefinement device 108, among others), providing local correction datafor satellite-based position data, as described herein or known in theart. As an example, localization module 512 can be an RTK deviceconfigured to receive RTK correction data from a local refinement device108 (see FIGS. 1 and 3, supra).

In addition to the foregoing, a gyroscope/inclinometer 514 can beprovided to detect a displacement of a wireless antenna of localizationmodule 512 (or of a GPS transceiver). Position location refinement databased on the displacement of the wireless antenna can be utilized tofurther refine the RTK-corrected position location data, where powerequipment device 500 is on an inclined surface (e.g., inclined relativeto a gravitational center of the Earth).

Further, an accelerometer 516 and odometer 518 are provided that can beconfigured to track a position of power equipment device 500, in theabsence of GPS position location data. In an embodiment, odometer 518can include an odometer assembly having a left side odometer formonitoring and measuring rotation of a left wheel(s) of power equipmentdevice 500 and a right side odometer for monitoring and measuringrotation of a right wheel(s) of power equipment device 500. Further, theleft and right side odometers can provide left and right rotationmeasurement data independently of each other. Moreover, power equipmentcontrol unit 502 can be configured to compute a heading of powerequipment device 500, as well as store and track changes to the heading.Accelerometer 516 can measure (and monitor over time) a rotationalacceleration from a most recent point of GPS position location data, andodometer 518 can output (relative) tire rotation data facilitatingcalculation of a speed and heading of power equipment device 500 bypower equipment control unit 502. The rotational acceleration, speed andheading determined from accelerometer 516 and odometer(s) 518 can belocal to power equipment device 500, and determined independently fromor at least in part in conjunction with satellite-based positionlocation data. For instance, utilizing measured rotationalacceleration(s) and measured speed, a position of power equipment device500 relative the most recent point of GPS position location data can beestimated and utilized for a current position of power equipment device500. This current position can be estimated in response to a loss of GPSposition location data, such as failure to communicate with a serverdevice 106 (or satellite device(s) of a set of GPS satellite devices).

In still further embodiments, power equipment device 500 can compriseone or more optional devices 510. A camera vision device 522 can beprovided to further assist with position location determination. Cameravision device 522 can be located below power equipment device 500, in anembodiment, and measure displacement of objects below power equipmentdevice 500 and measure or infer movement of power equipment device 500in response to such movement. Measurements/inferences of movement ofpower equipment device 500 can be utilized to replace position locationdeterminations of equipment state and location estimator 504 (e.g., inan analogous manner as described above for accelerometer 516 andodometer 518), in some embodiments, where GPS location positiondeterminations are lost. In other embodiments, movement of powerequipment device 500 can be utilized to supplement position locationdeterminations of equipment state and location estimator 504. Forinstance, the movement of power equipment device 500 determined bycamera vision 522 can be utilized as a refinement of, alternative to, orbackup for position location determinations of equipment state andlocation estimator 504. In at least one embodiment, camera vision 522can identify and track position of a manufactured linear boundary toassist in measuring movement of power equipment device 500 (e.g., seeFIG. 10, infra).

In further embodiments, optional devices 520 can comprise a customboundary module 524. A graphical user interface (GUI) application andinput/output 525 can enable a user to enter a geographic boundary on ageographical mapping application. The geographical boundary can then beutilized by path generation module 506 to restrict generated pathvectors to within the geographic boundary. Thus, custom boundary module524 can be utilized to program power equipment control unit 502 to limitautomated steering to a user-provided geographic area.

Optional devices 520 can further include a saved mow locations module526. Saved mow locations module 526 can store sets of generated pathvectors (optionally within a stored geographic boundary) for respectivesaved geographic locations. Stored generated path vectors can enablepower equipment device 500 to repeat automated steering along previouslygenerated path vectors, saving a user time in re-generating pathvectors. As an alternative, stored generated path vectors can facilitatefully autonomous mowing, by positioning power equipment device 500 neara start point of a primary path vector, loading the set of saved pathvectors associated with that primary path vector, and engaging powerequipment control unit 502 to steer along the set of saved path vectors.

In another embodiment, a deck load sensor 528 can measure a load on awork engine (e.g., mower blades, or the like) of power equipment device500. Speed of movement of power equipment device 500 can be controlledutilizing steering, drive and brake system 508 in response to measuredload in order to achieve a desired cut quality. In alternative oradditional embodiments, speed of the mower blades can be controlled inresponse to measured load to achieve the desired cut quality (e.g.,utilizing steering, drive and brake system 508 or a separate mower bladespeed control unit—not depicted). In other embodiments, a combination ofthe foregoing can be implemented.

In an additional embodiment, optional devices 520 can include a stripingregulation module 529. Striping regulation module 529 can be configuredto define a direction to subsets of stored path vectors. As an example,a first direction can be defined for a first subset of stored pathvectors, and a second direction (e.g., opposite the first direction,orthogonal to the first direction, or any suitable relative orientationto the first direction in an embodiment) can be defined for a secondsubset of stored path vectors (e.g., see FIG. 6F, infra). Accordingly,when auto-steering is engaged (as described throughout this disclosure),striping regulation module 529 can enforce the first direction for allpath vectors of the first subset of stored path vectors, and can enforcethe second direction for all path vectors of the second subset of storedpath vectors. The enforced directionality can provide a desiredaesthetic appearance, for instance of alternating path vectors beingtraversed in opposing directions by a mowing device, although theenforced directionality is not limited to this particular example.

FIG. 6 depicts an example parallel path routing 600 for automatedsteering of a power equipment device, according to still furtherembodiments of the present disclosure. Parallel path routing 600 isinitiated with a user input entry 602 at a user input/output device, asdescribed herein (e.g., user input/output 310; see also FIGS. 14-14C,infra). A user of the power equipment device provides a second userinput entry 604, and a primary path 605 can be generated at least fromthe user input entry 602 and the second user input entry 604. Subsequentparallel paths 610, 620, 630, 640, 650 (collectively referred to asparallel paths 610-650) are generated at respective multiples of atarget distance 612 (also referred to herein as a threshold distance, orother suitable nomenclature) from primary path 605.

By convention, although other conventions within the understanding ofone of ordinary skill are considered within the scope of the presentdisclosure, a target parallel path and a target heading of a powerequipment device are defined as a most recent (or initial) parallel pathof parallel paths 605 and 610-650, and as a most recent (or initial)heading or direction of motion established by power equipment controlunit 502, respectively. In some embodiments, no target parallel path andtarget heading are defined until user input entry 602 and second userinput entry 604 are received. In contrast, a contemporaneous heading orposition (also referred to as a current heading or position), is aposition or heading of the power equipment device as determined byGPS/RTK corrected position location data, or other suitable position anddirection determination device defined herein or known in the art. Inresponse to receipt of user input entry 602 and second user input entry604, a primary path vector associated with primary path 605 is generatedand power equipment control unit 502 establishes primary path 605 as thetarget parallel path of power equipment device. Power equipment controlunit 502 also establishes primary heading 607 as a direction of theprimary path vector, and the target heading of the power equipmentdevice, as well as a default direction of a forward heading. A reverseheading can be 180 degrees from the forward heading (or approximately180 degrees, plus or minus zero to two or three degrees, and anysuitable value or range there between; in an embodiment theapproximation can be associated with accuracy of GPS/RTK equipment,steering adjustment equipment, or the like). Subsequent parallel paths610-650 are generated at multiples of a target distance 612, and withalternating forward and reverse headings, as depicted by parallel pathrouting 600. The target parallel path can be updated by power equipmentcontrol unit 502 to one of parallel paths 610-650 and the target headingcan be updated to the forward heading or the reverse heading, asprovided below.

A further user input 606 is entered to engage automated steering for thepower equipment device. In response to the further user input 606, acurrent position location for the power equipment device is determinedfrom GPS/RTK corrected position location data and a measured distance609 from a nearest point on a target parallel path is calculated (e.g.,primary path vector 605 in the embodiment illustrated by FIG. 6, or oneof parallel paths 610-650 in other embodiments). Alternatively, or inaddition, a current heading 613 of the power equipment device iscalculated and an angular displacement from a target heading is measured(e.g., primary heading 607). In some embodiments, both the measureddistance 609 and current heading 613 are obtained. In the example ofFIG. 6 (although non-limiting), the target parallel path is primary path605 and the target heading is primary heading 607. In response tocomparing measured distance 609 with a displacement threshold factorpower equipment control unit 502 can maintain the target parallel pathas primary path 605, or update the target parallel path to secondparallel path 610. Likewise, in response to comparing an angulardisplacement of current heading 613 relative to primary heading 607 withan angular displacement factor, power equipment control unit 502maintains a target heading as primary heading 607 or updates the targetheading to a reverse heading.

As a specific example of target parallel path selection andforward/reverse heading selection (see also FIGS. 6D and 6E, infra),consider a power equipment device at position location identified by thelocation of further user input 606. In response to further user input606, position location data is generated to determine measured distance609 and current heading 613. Power equipment control unit 502 measuresangular displacement between current heading 613 and primary heading607. In response to the measured angular displacement being greater thana threshold angle, the target heading of the power equipment device canbe changed (e.g., to a reverse heading when the target heading iscurrently set to the forward heading). In response to the measuredangular displacement being less than the threshold angle, the targetheading is maintained (e.g., in the forward heading where the targetheading is currently set to the forward heading). Moreover, powerequipment control unit 502 is configured to compare measured distance609 to a displacement threshold factor, to identify which parallel path605, 610-650 should be set as the target path for the power equipmentdevice. In response to the measured distance 609 being smaller than thedisplacement threshold factor the target parallel path is maintained(e.g., which can also be referred to as an active parallel path). Inresponse to the position location being greater than the displacementthreshold factor, the active path can be set to a subsequent parallelpath, such as parallel path 610. As a more specific example, in responseto the angular displacement being less than the threshold angle and themeasured distance 609 being less than the displacement threshold factor,the primary path 605 and the forward heading or direction can bemaintained as the target path and the target heading. In anotherexample, in response to the angular displacement being less than thethreshold angle and the measured distance 609 being greater than thedisplacement threshold factor, power equipment control unit 502 selectssecond parallel path 610 as the target path with the forward heading asthe target heading (opposite the heading depicted by ideal parallelheading 611, for instance). As yet another example, in response to theangular displacement being greater than the threshold angle and themeasured distance 609 being greater than the displacement thresholdfactor, the target path is set to second parallel path 610 and thetarget heading is set to the reverse heading. In still another example,in response to the angular displacement being greater than the thresholdangle and the measured distance 609 being less than the displacementthreshold factor, the target path is maintained as primary path 605 andthe target heading is set to the reverse heading (opposite primaryheading 607). Automated steering data can be generated to adjuststeering data to align the power equipment device along the targetheading and target parallel path, as established by power equipmentcontrol unit 502.

Suitable values can be provided for the angular displacement thresholdand for the displacement threshold factor. As an example, powerequipment control unit 502 can be configured to utilize an angulardisplacement threshold of about ninety degrees or larger, about eightydegrees or larger, about one hundred degrees or larger, or any suitablevalue or range between about 80 degrees and about 100 degrees, to causea change from one heading (e.g., forward heading; reverse heading) to anopposite heading (e.g., reverse heading; forward heading). As anotherexample, power equipment control unit 502 can be configured to utilizeany suitable displacement threshold factor to switch from a currentparallel path (e.g., 605, 610-650) to an adjacent parallel path (e.g.,605, 610-650). The suitable displacement threshold factor can be anabsolute value or a value relative to a width of a work engine(optionally plus an overlap) of the power equipment device (e.g., seeFIGS. 7 and 8, infra). In another embodiment, the displacement thresholdfactor can be a value relative to target distance 612 between parallelpath vectors 605, 610-650. The absolute value can any suitable valuegreater than zero. Examples can include one foot, two feet, three feet,. . . ten feet, . . . twenty feet, or any suitable value or range therebetween. Alternatively, the absolute value can be measured in otherunits, such as yards (rather than feet), or a metric system rather thanEnglish system, or the like (e.g., half a meter, two/third of a meter,one meter, one and one third meters, . . . two meters, . . . fivemeters, . . . etc.). Still further, the displacement threshold factorcan be a fraction of a width of a work engine of the power equipmentdevice (e.g., ⅓ width, ½ width, ⅔ width, ¾ width, 1× width, 1½ width, 1¾width, etc.). In still other embodiments, the displacement thresholdfactor can be a fraction of a width of a work engine plus or minus anabsolute value (e.g., a width of the work engine plus 2 centimeters, thewidth of the work engine minus two centimeters, ½ the width of the workengine plus one foot, or any other suitable absolute value plus afraction of the work engine width).

In response to selecting a new path or new heading, such as parallelpath 610 and ideal parallel heading 611, automated steering isimplemented. As an example, ideal parallel heading 611 is measuredagainst current heading 613 and a heading correction 614 is calculatedfor automated steering (see also FIG. 9F, infra). Heading correction 614includes adjusted steering data to align heading 613 with ideal parallelheading 611, and a second heading₂ 615 is obtained. Upon receipt ofsubsequent position location data 608 a measured distance 616 between acurrent position established by position location data 608 and a targetdistance 612 separating parallel path 610 from primary path 605 isdetermined. Alternatively, subsequent position location data 608 can bemeasured against calculated position data for parallel path 610 todetermine a displacement of subsequent position location data 608 fromparallel path 610. Second adjusted steering data is generated and asecond heading correction₂ 617 to align the power equipment device witha correct distance 618 (or zero distance from the calculated positiondata for parallel path 610) and an ideal parallel heading 611. Thisprocess can be repeated for transitions (e.g., turns) to subsequentparallel paths 620, 630, 640, 650. Thus, where a user turns fromparallel path 620 to parallel path 630, a fourth user input 622 isprovided when the turn is beyond the threshold angle and the powerequipment device is beyond the displacement threshold factor fromparallel path 620, and a target parallel path is set to parallel path630 and a target heading is set to the forward heading. Adjustedsteering data is generated to align a current heading of the powerequipment device and displacement of the power equipment device to alignwith parallel path 630 and the forward heading. Likewise, a fifth userinput 632 is provided when turning (beyond a threshold angle anddisplacement threshold factor) from parallel path 630 to parallel path640, and a sixth user input 642 is provided when turning (beyond athreshold angle and displacement threshold factor) from parallel path640 to parallel path 650.

In embodiments of autonomous operation, parallel paths 605, and 610-650can be bounded in space (e.g., by a geographic boundary; by a virtualboundary representing the geographic boundary and stored for use atpower equipment control unit 502; see e.g., FIGS. 12 and 13 asillustrations). Once an endpoint of a bounded path is reached,autonomous steering will automatically initiate a turn, and user inputs606, 622, 632, 642 are not necessary to align the power equipment deviceto a subsequent parallel path and an opposite (e.g., 180 degreereversed) heading. Instead, the active path and heading are switched toa subsequent parallel path and heading in response to the endpoint beingreached.

In embodiments facilitating user-assisted parallel steering, an operatormanually turns the power equipment device and re-engages automatedsteering (see FIG. 6A, infra). In such embodiments, automated steeringas described herein can be disengaged when an operator of a powerequipment device manually engages a steering apparatus of the powerequipment device. Thus, where the operator manipulates left-rightsteering wheel levers, or turns a steering wheel, the automated steeringdisengages and reverts solely to manual operator steering. In responseto the user input 606 (or user inputs 622, 632, 642) automated steeringis re-engaged. Accordingly, the user-assisted automated steering isconfigured to engage in response to the user inputs 606, 622, 632, 642and disengage in response to the operator engaging a manual steeringapparatus, in one or more disclosed embodiments.

FIG. 6A illustrates a diagram of an example embodiment providingmanual-initiated turning with operator-initiated turn assist, inaccordance with further embodiments. A primary path 605A can begenerated via at least a first user input 602A. Primary path 605A can becompleted in response to a second user input 604A, or other mechanismdescribed herein (e.g., expiration of a predetermined time ordisplacement from the first user input 602A or first location associatedwith the first user input 602A). Once primary path 605A is generated,subsequent parallel paths 610A, 620A, 630A, 640A, 650A (referred tocollectively as subsequent parallel paths 610A-650A) are generated atrespective integer multiple threshold distances from primary path 605A.For instance, subsequent parallel paths 610A-650A can be generated at 1×the threshold distance, 2× the threshold distance, up to Nx thethreshold distance, where N is a suitable integer greater than 1.Further, subsequent parallel paths (not depicted, but see FIGS. 12 and13) to the left of primary path 605A can also be generated, wheresuitable.

Following second user input 604A, an operator initiates a manual turn606A to steer a power equipment device away from primary path 605A. Themanual turn can suspend automated steering of a power equipment controlunit 502 of a disclosed power equipment device. In response to a thirduser input 607A, auto steering can be re-engaged and manual turn 606Abecomes an automated turn 608A. A position location of the powerequipment control unit 502 can be obtained concurrent with receipt ofthird user input 607A, and associated with a position location of thepower equipment device at the time third user input 607A is received. Asdescribed above at FIG. 6, supra, a current heading of the powerequipment device can then be acquired, and a target path and a targetheading selected for the automated turn 608A. The automated turn 608Acan generate steering adjustment data to cause the power equipmentdevice to align with the nearest parallel line of primary path 605A andsubsequent parallel paths 610A-650A selected for the target path, and toalign along a direction consistent with the target heading.

In some embodiments, a target heading selection can be constrained by avirtual geographic boundary (e.g., see exterior boundary 1202 of FIG.12, infra, or interior exclusion zone 1204 of FIG. 12). For instance, ifthe position location of the power equipment device is at or near thevirtual geographic boundary, the target heading can be constrained to bein a direction away from the virtual geographic boundary, or constrainedso as to not cross the boundary. In the latter instance, a direction onthe virtual geographic boundary itself can be selected (e.g., at leastin part along the virtual geographic boundary before the target headingis adjusted away from the virtual geographic boundary).

In an embodiment, auto-turn 608A can be a low-radius turn to cause apower equipment device to sharply align with a target path (e.g.,subsequent parallel line 610A) and a target heading. A low-radius turncan comprise a turn having a radius smaller than a width of a workengine (e.g., a mow deck) of the power equipment device. For example, alow-radius turn can be ¾ of the width of the work engine, or less; ⅔ ofthe width of the work engine, or less, ½ of the width of the workengine, or less; ⅓ of the width of the work engine, or less; ¼ of thewidth of the work engine, or less, or any suitable value between a zeroradius turn and the width of the work engine.

As depicted by manual turns 621A, 631A and 641A, a manual turn iscontrolled by an operator and can vary from line to line. Likewise,location along manual turns 621A, 631A, 641A of auto-turn user inputs622A, 632A and 642A can vary, as well as paths of respective auto-turns623A, 633A, 643A in response to the auto-turn user inputs 622A, 632A,642A.

FIG. 6B illustrates an embodiment(s) in which an automatic turn isperformed utilizing a three-state auto-turn steering 600B. Similar toFIG. 6, a primary path is created (e.g., in response to at least a firstuser line input 602A and optionally a second user line input 604A), andparallel lines 610A are created at respective threshold distances fromprimary path 605A.

At point C, an operator initiates a right auto-turn command 608A. Thecommand can be in response to pressing a button a touchscreen display ofa graphical user interface (e.g., see FIGS. 14-14C, infra), or buttonpress on a joystick control (e.g., see FIG. 14D), or other suitableembodiments. Once initiated, three-state auto-turn steering 600B beginswith a first stage in the direction of the command, with a moderate (orlow) radius constant turn 622B. The first stage for the moderate radiusconstant turn 622B can be guided by an IMU position location system, insome embodiments, in which a constant rate of turn is initiated until athreshold portion of the turn is completed. The threshold portion can bemeasured in angular displacement (e.g., greater than 90 degrees, 105degrees, 120 degrees, 140 degrees, 150 degrees, any range or valuebetween 90 to 150 degrees, any suitable value or range there between, orother suitable angular displacement), or can be measured intranslational displacement from primary path 605A (or from subsequentparallel line 610A), or the threshold portion can be a combination ofangular displacement and translational displacement in variousembodiments.

Once the threshold portion of moderate radius constant turn 622B iscomplete, a second stage zero-radius turn 624B or pivot turn can beimplemented (see, e.g., FIG. 8A, infra). The zero-radius turn 624B canbe implemented until a current heading of the power equipment device iswithin a second threshold angular displacement from a completed turn(e.g., 180-degree turn) is performed. The second threshold angulardisplacement can be between 15 to 30 degrees from completion of theturn, or any suitable value or range there between. Angular rotation ofthe power equipment device during the second stage zero-radius turn 624Bcan be measured by IMU position location, in various embodiments.

Upon completion of zero-radius turn 624B, a third stage auto-turn 626Bcan be implemented, utilizing an algorithm for generating steeringadjustment data to align a current heading of the power equipment devicewith a target heading or target path, as described herein (e.g., seeFIG. 6, supra). As one of ordinary skill would understand, similarthree-state auto turn steering can be implemented for a left hand turnin response to an operator entry of a left auto-turn command, ratherthan the right auto-turn command 608A.

FIG. 6C depicts an embodiment of a three-state auto turn steering 600C.A primary path 605A can be determined as described herein, andsubsequent paths 610A generated from the primary path 605A. A rightauto-turn command 608A is initiated at point C, resulting in initiationof three-state auto turn steering 600C. In an embodiment, continuousmotion of all wheels of the power equipment device can be maintainedthroughout three-state auto turn steering 600C, to minimize or avoidturfing the ground covered throughout the turn, as described herein.

A first state 1 includes a moderate-radius constant turn 622B thatchanges direction of a power equipment device from an initial heading₀632C. The constant turn can be implemented in which change in headingover time is constant or approximately constant. In an embodiment, theheading data for moderate-radius constant turn 622B can be determinedfrom a local heading estimation device, rather than GPS or anotherwireless device. In a further embodiment, the heading data can beswitched from a GPS-determined heading (utilized for primary path 605Aor subsequent paths 610A) to a local measurement device heading (e.g.,determined from relative left-right odometer measurements) uponinitiation of moderate-radius constant turn 622B. As a result, aheading₁ 634C for moderate-radius constant turn 622B can be determinedfrom the local measurement device. Moderate-radius constant turn 622Bcan be maintained until a threshold angular displacement betweenheading₁ 634C and heading₀ 632C is reached. The threshold angulardisplacement can be a range of about 20 degrees to about 50 degrees,about 30 degrees to about 40 degrees, or any suitable value or rangethere between. In an embodiment, the threshold angular displacement canbe about 20 degrees, about 25 degrees, about 30 degrees, about 35degrees, or about 40 degrees or any suitable value there between.

Upon reaching the threshold angular displacement for heading₁ 634C, asecond state 2 of three-state auto turn steering 600C an initiate.Second state 2 changes from moderate-radius constant turn 622B to azero-radius turn 624B, that rotates the power equipment device fromheading₁ 634C to a heading₂ 636C with minimal (or no) translationalmovement of the power equipment device. Zero-radius turn 624B completeswhen a displacement between heading₂ 636C and a target heading alongsubsequent path 610A is meets a second angular displacement threshold.The second angular displacement threshold can be in a range of about 50degrees to about 70 degrees, about 55 degrees to about 65 degrees, inother embodiments, or any suitable value or range there between. In atleast one embodiment, the second angular displacement threshold can beabout 50 degrees, about 55 degrees, about 60 degrees, about 65 degreesor about 70 degrees, or any suitable value there between.

Upon completing the second state 2 of three-state auto turn steering600C, an auto-turn 626 is implemented, as described herein. Auto-turn626 is not constrained to a constant (or approximately constant) changein heading over time, nor to a change in heading within minimal or notranslation. Rather, auto-turn 626B can employ an algorithm forminimizing linear displacement between the power equipment device andsubsequent path 610A, or minimizing angular displacement between acurrent heading of the power equipment device and a heading ofsubsequent path 610A, or a suitable combination of the foregoing. In afurther embodiment, during auto-turn 626B, heading determinations canswitch from the local heading measurement device (e.g., left-rightodometer readings) to wireless/satellite-based position location headingdeterminations once a threshold distance is traversed after initiationof auto-turn 626B. The threshold distance can be set according toposition accuracy characteristics of the wireless/satellite-basedposition location to meet target design constraints.

FIGS. 6D and 6E illustrate embodiments in which different headings areselected by an example auto steering engagement 600D of a disclosedpower equipment control unit 502. Referring first to FIG. 6D, availableparallel paths 602D are illustrated with solid lines and pathseparations 604D between available parallel paths 602D. Path separations604D can serve to illustrate a demarcation between nearest parallelpaths 602D to be selected by auto steering engagement 600D. Thus, apower equipment device at position location 612D having a measureddistance 614D from selected ideal path 620D, can be determined to benearest to selected ideal path 620D. As a result, example auto steeringengagement 600D will select ideal path 620D as a target path forauto-steering in response to a user auto-turn input at position location612D. Additionally, a current heading 610D of the power equipment deviceis acquired and compared with a first direction (e.g., upward on thepage along auto-selected direction 622D) or a second direction (e.g.,downward on the page). The direction (e.g., first direction or seconddirection) having the smallest angular deviation from current heading610D is selected by auto-steering as the target heading. For the examplecurrent heading 610D depicted by FIG. 6D, auto-selected direction 622D(upward on the page) has the smaller angular deviation from currentheading 610D, and thus is selected by the auto-steering as the targetheading.

FIG. 6E illustrates an example auto-steering engagement 600E for adifferent position location 612E and a different current heading,specifically current heading 610E. Position location 612E, whileslightly different from position location 612D of FIG. 6D, is stillnearest to selected ideal path 620D as established by measured distance614E. Accordingly, the auto-steering engagement 600E chooses selectedideal path 620D to be the target path, similar to the example providedabove for FIG. 6D. In contract, current heading 610E has a smallerangular deviation from auto-selected direction 622E (downward on thepage), rather than an opposite direction upward along the page.Accordingly, auto-selected direction 622E is selected as the targetheading by the auto-steering engagement 600E.

FIG. 6F illustrates a diagram of an example embodiment for enforcingstriping direction 600F, in an embodiment. Enforcement of stripingdirection 600F can be implemented to achieve a desired aestheticappearance resulting from traversing ground with a power equipment inone direction versus a second direction (e.g., see FIG. 5, stripingenforcement module 529, supra). In an embodiment, different directionsof travel can be enforced for different virtual paths or groups ofvirtual paths calculated according to various embodiments disclosedherein, known in the art, or the like. Striping enforcement 600F is notlimited to any particular number of enforced directions on any number ofassociated virtual lines, and directions/lines parallel, perpendicular,diagonal or any suitable relative angle and associated direction areenvisioned within the scope of the present disclosure.

As illustrated by FIG. 6F, a first set of paths 602F have a firstdirection: direction₁ defined thereto. Additionally, a second set ofpaths 604F have a second direction: direction assigned thereto. Withauto-steering disengaged (e.g., in manual user-operated steering mode)an initial heading 610F inconsistent with an enforced direction of agiven path 602F, 604F can occur. In response to engaging steering assistat 612F, a target path for the power equipment device is determined. Thetarget path can be stored in memory, in an embodiment (e.g., previouslyselected, either from distance/location information or in response to auser selection of the target path), or can be selected as the nearestpath of first set of paths 602F and second set of paths 604F to theposition location of the power equipment device in response to engagingsteering assist 612F. Once the target path is determined, an enforceddirection: direction₁ or direction₂ for the target path is determined.Where a current heading of the power equipment device is less than afirst threshold angle from the enforced direction of the target path,auto-steering can be utilized to align the current heading with thetarget path. Where the current heading is larger than the firstthreshold angle (or larger than a second threshold angle), a zero/lowradius turn 614F can be implemented to spin the power equipment in adirection that minimizes the angular displacement between the currentheading and the direction of the target path. As illustrated in FIG. 6F,auto-turn is then engaged 616F to maintain a heading along thedirection₁ of target path 602F.

FIG. 7 illustrates a block diagram of an example power equipment device700 with continuous turn for parallel mowing, in further disclosedembodiments. The block diagram on the right of FIG. 7 depicts powerequipment device 700 comprising an equipment state and locationestimator 708, which can be substantially similar to equipment state andlocation estimator 504, described supra. A power equipment control unit704 is provided including a continuous motion turning module 706.Continuous motion turning module 706 is configured to maintain forward(or reverse) rotation of steering and drive wheels about a center ofturn 726 of power equipment device 700 when turning. Continuous motionturning module 706 can utilize a steering and drive system 710 toimplement a turn, including maintaining forward (or reverse) rotation ofthe steering wheels, the drive wheels, or both the steering wheels andthe drive wheels. It should be appreciated that continuous motionturning module 706 need not maintain constant motion of any wheel;rather, the rate of motion of a wheel(s) can be changed by continuousmotion turning module 706 during a turn, and in some embodiments adirection of motion (forward or reverse) can change throughout the turn,according to various embodiments (e.g., see FIG. 8A).

In some embodiments, the steering and drive system 710 can changedirection of the steering wheels while allowing the steering wheels torotate freely and independently (see, e.g., U.S. Pat. Nos. 9,944,316 or9,409,596, assigned to the assignee of the present application forpatent and incorporated by reference hereinabove). FIG. 7 illustrates anembodiment of a rear wheel directed turn, in which the rear wheelsrotate at different speeds on different axis to accomplish a turn. FIG.8 illustrates an embodiment of a front wheel directed turn (with frontwheel steering), and FIG. 8A a low-radius rear wheel turn, each of whichmaintain motion of all wheels throughout the turn (though potentially atdifferent speeds and directions).

In the embodiment of FIG. 8, a front wheel traversing a longer outerturn path (e.g., see FIG. 8, 822, infra) can rotate at a faster ratethan a second front wheel traversing a shorter (yet non-stationary)inner turn path (e.g., 824 of FIG. 8). Likewise, in the prior embodimenta rear wheel traversing a longer outer turn path 722 rotates faster thana second rear wheel traversing a shorter inner turn path 724. This canbe significant for a center of turn 726 that is close to power equipmentdevice 700. For example, a turn that results in a path displaced by onewidth of a work engine 730 (optionally plus a target overlap 732, forexample: several centimeters or less; about 2 cm; etc.) can result in alow radius turn. In some embodiments, although not explicitly depicted,power equipment device 700 can accomplish a zero radius turn (e.g.,where center of turn 726 is between the rear wheels). Furthermore, powerequipment device 700 can be configured to avoid a turn in which centerof turn 826 is coincident with a wheel of power equipment device 700(e.g., a turn which, if performed, could result in that wheel notrotating to accomplish the turn).

Direction of the steering wheels is selected to cause each of thesteering wheels to maintain continuous (though not necessarily constant)rotation throughout the turn, for instance as depicted by inner wheelrotation for non-stationary inner turn path 724. The continuous turn ofinner wheel rotation can mitigate or avoid divots, compression orunsightly marks within turf resulting from a pivot about a non-rotatingwheel. This can improve aesthetic quality of turf operated upon by powerequipment device 700.

In alternative embodiments, steering and drive system 710 can compriseindependent left wheel control 712 and right wheel control 714. Wheelcontrols 712, 714 can turn the left wheel independently of the rightwheel. In some embodiments, wheel controls 712, 714 can both turn anddrive the left wheel independent of the right wheel (e.g., for a frontwheel drive and front wheel steer power equipment device). In eitherembodiment(s), left wheel control 712 can turn a left steering wheel ata first steering angle to accomplish a turn (e.g., outer turn path 722).Likewise, right wheel control 714 can turn the right steering wheel at asecond steering angle to accomplish a turn (e.g., inner turn path 724).In these embodiments, continuous motion turning module 706 is configuredto generate suitable turn angles (and optionally drive speeds) for theleft wheel and right wheel to accomplish a particular turn. Front wheels728 can be configured to rotate freely in response to drive from therear wheels, in other embodiments.

FIG. 8 depicts a diagram of an example power equipment device 700 withcontinuous turn 800 utilizing front wheel steering for parallel mowing,according to alternative or additional embodiments of the presentdisclosure. Power equipment device 700 is depicted executing a lowradius turn (or can accomplish a zero radius turn in some embodiments)with a center of turn 826 as depicted (or with a center of turn 826located between the rear wheels for zero radius turn embodiments).Starting from a first path 830, center of turn 826 produces a turn ontoa subsequent path 840 displaced by a width of a work engine 810 plus atarget overlap 812 (e.g., about 2 cm; about 3 to about 5 cm; several cmor less, or the like).

An outer turn path 822 for an outer drive wheel and inner turn path 824for an inner drive wheel is depicted. Both drive wheels turn aboutcenter of turn 826, and maintain continuous (though not necessarilyconstant) rotational movement throughout the turn. The outer turn path822 follows continuous forward rotational motion starting in a firstdirection (e.g., directed to the top of the page) and ending in a seconddirection (e.g., directed to the bottom of the page). The inner wheel onthe turn path 824 starts at point A and follows a tighter radius at alower speed about a shorter radius inner turn path 824 from A, B, C andD.

In some embodiments, rotational speeds and angles of outer turn path 822and inner turn path 824 can be controlled by respective wheel controls.In other embodiments, the non-driven wheels (left and right) can befreely rotating, and speeds determined by respective angular speedsresulting from a drive speed of power equipment device 700 andrespective turn radii of turn paths 822, 824.

FIG. 8A illustrates a diagram of power equipment device 700 with acontinuous turn 800A according to alternative embodiments of the presentdisclosure. Continuous turn 800A has a width of turn 845A that issmaller than a width of work engine 730, and thus center of turn 826A isbetween the rear wheels of power equipment device 700. In the embodimentof FIG. 8A, actual path 835A of power equipment device 700 has shiftedinward of parallel path 830 and is closer to parallel path 840 than afull work engine width 730 (plus optional overlap). A turn smaller thanthe width of work engine 730 is required to align power equipment device700 with a target path along parallel path 840.

In an embodiment, continuous turn 800A can be a three-state turn, asdescribed above at FIG. 6B or 6C. In this case, the turn can beinitiated in response to a turn right command by an operator, causingpower equipment device 700 to initiate an automatic right turn withthree turn states. An initial state is a moderate radius, constant angleturn at point B. The outer wheel on an outer turn path 822A and innerwheel on an inner turn path 824A move at different speeds but relativelyconstant steering angle. At point C a zero-radius turn (or pivot turn)is initiated, where outer wheel on outer turn path 822A continuesrotating forward, whereas inner wheel on inner wheel path 824A rotatesbackward as indicated by the dashed inner path line 824A. At point Cauto-steering is initiated to align the wheels with a subsequentparallel path 840. Although speed of motion changes for the differenttires (and even direction of motion for the inner tire), continuousmotion is maintained throughout turn 800A to avoid divots or other markson turf different from continuous motion or striping.

FIG. 9 illustrates a diagram of an example parallel path adjustment 900for incline surfaces, in further embodiments of the present disclosure.A power equipment device 902 is illustrated that is traversing anincline surface 904. The incline surface causes a rotation of powerequipment device 902 about a gravitational center-line 908 of the Earth.A wireless antenna, such as a GPS antenna or wireless communicationantenna, aligned along a direction 906 perpendicular to incline surface904, will experience a displacement 906 from a non-inclined positionalong gravitational center-line 908 when power equipment device 902 istraversing a flat surface.

A gyroscope/inclinometer 910 is provided to measure an angle of rotationof incline surface 904. Utilizing the measured angle of rotation and aposition above ground of the wireless antenna, displacement 906 can becalculated. The displacement 906 can be converted into inclinationcorrection data to refine position location data of power equipmentdevice 902. For instance, the inclination correction data can correctRTK-corrected GPS position location data to further correct fordisplacement 906, improving accuracy of the position location data.

Still further, antenna location compensation 900A for a sloped landscapeis illustrated at FIGS. 9A, 9B, 9C and 9D. For instance, FIG. 9Aillustrates a sloped landscape 904A having a forward (downward) pitch902A in a direction of motion of power equipment device 910A. An actualantenna position 912A is displaced from a gravity vector 906A of theEarth, as illustrated. For the example depicted by FIG. 9A, actualantenna position 912A is above the ground approximately at the rear axisof the power equipment device (when viewed from a top down orientation).Projected antenna position 916A depicts the location of the antenna asprojected onto sloped landscape 904A in a direction of gravity vector906A.

To correct for oscillations associated with rear axis position locationdeterminations, distance from the projected antenna position 916A to aprojected position on flat ground, or a compensated position 914A, isgenerated. Rough terrain (such as sloped landscape 904A) can appear asnoise on antenna-based location data due to actual displacement ofactual position 912A of the antenna from gravity vector 906A. This noisecan be corrected by compensating for the forward tilt (pitch) caused bythe sloped landscape 904A (as well as tilt in a roll direction; see FIG.9B, infra), utilizing the distance between projected antenna position916A and compensated position 914A as an offset to position locationdata received at the antenna. Displacement in the tilt direction can bemeasured by an onboard IMU (e.g., a gyroscope and accelerometer, amongothers) and used to calculate tilt adjustment data for axialcompensation data, as described in more detail at FIGS. 9C and 9D.

Referring now to FIG. 9B, there is depicted an antenna compensation 900Bfor tilt in a roll direction (perpendicular to pitch direction of FIG.9A). In an embodiment, antenna compensation 900B can be the inverse ofthe roll (left) tilt orientation of power equipment device 902 of FIG.9, supra. As illustrated by FIG. 9B, sloped landscape 904A can have aslope in a right roll direction perpendicular to the pitch directionillustrated by FIG. 9A, supra. Actual antenna location 912A includes aright roll tilt 902B displaced in the roll direction from gravity vector906A. As a result, the antenna location 916B projected onto a surface ofsloped landscape 904A also has a right roll displacement relative to aprojected position of the antenna on flat ground (which would be ongravity vector 906A). This right roll displacement is illustrated atprojected antenna location 916B. Similar to the pitch orientationdescribed above at FIG. 9A, roll displacement compensation data can begenerated to approximate a shift in position from projected antennaposition 916B to compensated antenna position 914A, as illustrated inFIG. 9C.

FIG. 9C depicts an antenna compensation 900C for the roll displacementin conjunction with correcting roll and pitch displacements associatedwith sloped landscape 904A. Although not depicted by FIG. 9C, similarcompensation can be implemented for the pitch displacement illustratedby FIG. 9B (see FIG. 9D, infra). As depicted, actual antenna location912A has a “rolled right” angle 902C of ‘a’ degrees from gravity vector906B. This rolled right angle 902C can be utilized in conjunction withthe antenna height ‘h’ 920C to calculate an approximate compensationdistance in the roll direction: ‘d_((roll))’ 930C. Specifically,‘d_((roll))’ 930C can be calculated as follows:

d _((roll)) =‘h’*sin(‘a’).

Once the roll compensation distance d_((roll)) is determined, a similarcalculation can be implemented to acquire the pitch compensationdistance d_((pitch)), based on antenna height ‘h’ and an angle ofvehicle forward pitch 902A.

FIG. 9D illustrates an example axial and lateral antenna compensation900D for a sloped landscape having pitch displacement and rolldisplacement according to alternative or additional embodiments of thepresent disclosure. It should be appreciated that similar compensationscan be implemented periodically (e.g., several times per second), orwhen triggered by measurement (e.g., a measured pitch or measured rollexceeding a suitable threshold value, or threshold range), or the like,or a suitable combination of the foregoing. Furthermore, it should beappreciated that axial and lateral antenna compensation 900D is notrestricted to the parameters provided for pitch and roll displacementsof FIGS. 9A-9C, above, although analogous principles can be applied tocorrect for those displacements as well.

As illustrated in FIG. 9D, a vehicle direction 904D is mapped within acoordinate system oriented by Y+(north) and X+(east) vectors asindicated, for a position location 912D of an antenna power equipmentdevice. For the embodiment depicted, relative x and y values correspondto magnitude of x and y compensation required for position location 912Dand vehicle direction 904D as measured from associated roll and pitchdisplacements (e.g., see FIGS. 9-9C).

Angular displacement from the Y and X axis are given by vehicle heading902D. Components for lateral compensation 914D and axial compensation916D can be respectively calculated. A lateral and axial compensationresult 918D is generated from the lateral compensation 914D and axialcompensation 916D calculations, and utilized to correct for measuredpitch and roll displacement for the antenna position location 912D ofthe power equipment device. The corrected pitch and roll displacementvalues can be utilized to estimate antenna position location data onflat ground. Correcting such displacement values periodically (e.g., foreach position location data point and at a frequency the same or similarto the frequency of position location data point generation) or upondetection of a displacement exceeding a threshold displacement, canfacilitate correcting noise caused by varying slopes in landscape (seealso FIG. 15, infra).

In some embodiments, these pitch and roll compensation calculations canbe utilized in conjunction with correction of RTK position location data(e.g., see FIGS. 9J-9L, infra) to provide incline-corrected positionlocation data together with detection and correction of RTK-basederrors. In alternative or additional embodiments, these compensatedvalues can be used in conjunction with virtual antenna position location(shifted along a direction of motion) to apply incline-correctedposition location data for dampening auto-steering oscillations about atarget path, as described at FIG. 9E, infra. Generally, pitch and rolldisplacement compensations to refine antenna position can be implementedtogether with other embodiments throughout the disclosure, as would besuitable to one of ordinary skill in the art.

FIG. 9E illustrates a diagram of an example virtual antenna locationcompensation 900E for improving auto-steering results based oncomparative position location determinations, according to one or moredisclosed embodiments. Satellite based position location data isgenerally fixed to an antenna that transmits signals received andprocessed by satellites involved in the position locationdeterminations. This generality extends to RTK-corrected GPS positionlocation data as well. While it may be mechanically convenient to locatea position location antenna near a rear axis of a power equipment device910E, position data directed at the rear axle can result inauto-steering calculations that tend to cause power equipment device910E to oscillate with fairly wide magnitude (e.g., several inches ormore) and sharp corrections about a target path, rather than travel in acomparatively straight line (e.g., within a few inches or less, such as1-3 inches or less, 2 inches or less, etc.) with more dampenedcorrections along the target path.

The virtual antenna location compensation 900E of FIG. 9E provides amechanism for mitigating or avoiding auto-steering oscillationsdescribed above. For example, position location data for an actualantenna location 912E depicted near a rear axis of power equipmentdevice 910E can be virtually displaced to a virtual antenna position914E near a steering axis (e.g., front axis) of power equipment device910E. Virtual displacement can be implemented by adding a displacementfactor to position location data in a direction of motion of the powerequipment device 910E. For instance, where power equipment device 910Eis moving forward in a +X direction, the displacement factor can beadded to position location data in the +X direction resulting in avirtual antenna position 914E as illustrated in FIG. 9E.

In addition to the foregoing, virtual antenna position 914E can beutilized for generating steering adjustment data to implementauto-steering, in various embodiments. For instance, virtual antennaposition 914E can be utilized for determining displacement of powerequipment device 910E from a target path (e.g., measured distance 614Dfrom selected ideal path 620D of FIG. 6D, or measured distance 614E ofFIG. 6E). In addition, virtual antenna position 914E can be utilized todetermine a current heading (e.g., 610D, 610E) of power equipment device910E, as well as angular displacement of power equipment device 910Efrom the target path. Correction data for the displacement and angulardisplacement to steer power equipment device 910E to the target path canbe generated for virtual antenna position 914E. As a result,oscillations about the target path resulting from correction data foractual antenna location 912E can be significantly mitigated or evenavoided, according to various embodiments.

FIG. 9F illustrates an alternative embodiment of the present disclosuredepicting a physical antenna location relative to a power equipmentdevice 900F. A satellite-based antenna (e.g., GPS, etc.) can bepositioned forward of the rear wheels of power equipment device 900F, inan embodiment. In a further embodiment, the physical antenna 902F can beforward of a user operating position (e.g., a user seat, a user standingplatform). In yet another embodiment, the physical antenna 902F can beforward of a user steering apparatus (e.g., a steering wheel, a set oflap bar steering controls, a drive-by-wire steering control actuator,and so forth). Physical antenna 902F can be located rearward of a frontsteering axis 908F, in an embodiment, displaced a distance 910F behindfront steering axis 908F. In yet another embodiment, a top surface 904Fof physical antenna 902F can be below a top surface of 906F of the usersteering apparatus. According to alternative or additional embodiments,physical antenna 902F can be positioned approximately midway betweenleft and right wheels of the power equipment device. In yet anotherembodiment, physical antenna 902F can be mounted on a steering column ofthe power equipment device, to which the user steering apparatus islikewise mounted, and physical antenna 902F can be below the usersteering apparatus on the steering column.

FIG. 9G illustrates a diagram of an example virtual antenna locationcompensation 900G for improving auto-steering results based oncomparative position location determinations, according to alternativedisclosed embodiments. Particularly, virtual antenna locationcompensation 900G can provide virtual antenna compensation for aphysical antenna location 912G as described in FIG. 9F, supra. Aphysical antenna as mounted at physical antenna location 912G on a powerequipment 910G can be virtually displaced at or a near a front steeringaxis 914G of the power equipment 910G. The virtual displacement of theantenna position 916G can have horizontal and vertical displacementcomponents utilized to calculate a virtual position of the physicalantenna, that is displaced from the physical antenna location 912G asdescribed above at FIG. 9E.

Similar to virtual antenna position 914E, virtual antenna position 914Gcan be utilized for generating steering adjustment data to implementauto-steering, in various embodiments. For instance, virtual antennaposition 914G can be utilized for determining displacement of powerequipment device 910G from a target path (e.g., measured distance 614Dfrom selected ideal path 620D of FIG. 6D, or measured distance 614E ofFIG. 6E). In addition, virtual antenna position 914G can be utilized todetermine a current heading (e.g., 610D, 610E) of power equipment device910G, as well as angular displacement of power equipment device 910Gfrom the target path. Correction data for the displacement and angulardisplacement to steer power equipment device 910G to the target path canbe generated for virtual antenna position 914G. As a result,oscillations about the target path resulting from correction data foractual antenna location 912G can be significantly mitigated or evenavoided, according to various embodiments.

FIG. 9H provides an illustration of auto steering dynamics 900Haccording to still further embodiments presented herein. A target path912H for a power equipment device equipped with autonomous driving (oroperator-assisted steering) is illustrated (e.g., power equipmentcontrol unit 502, among others disclosed herein). A current position910H of a power equipment device is illustrated, and a distance from thetarget path 914H represents displacement of the current position 910Hfrom target path 912H. Location data for the current position 910H andcontrol heading 920H can be determined from current and historicallocation information (e.g., RTK-based GPS location data) in conjunctionwith IMU location data. In an embodiment, positive displacement is tothe right of target path 912H, and negative displacement is to the leftof target path 912H, though a different convention can be employed forother embodiments.

Multiple look-ahead distances 930H are illustrated. A line connectingcurrent position 910H with each look-ahead distance 930H forms adifferent angle to target path 912H. Respective angles can be calculatedfrom distance from target path 914H and the respective look-aheaddistances 930H. In various embodiments, a control heading 920H can beselected based on distance from target path 914H and a selectedlook-ahead distance 930H. Moreover, the selected look-ahead distance930H can be dynamically selected based on current speed of a powerequipment device, and distance from target path 914H. For instance,larger vehicle speed, greater distance from target path 914H,maintaining a constant vector length, or the like or a suitablecombination of the foregoing can be correlated to a shorter look-aheaddistance 930H.

In additional embodiments of the present disclosure, an auto steeringcontrol system 900I is depicted at FIG. 9I. Auto steering control 900Ireceives a control heading data 902I as an input and a headingmeasurement/feedback data 918I as a second input and a difference orerror 904I between the first input and second input is determined.Control heading data 902I can be a target direction of a target path,such as a parallel line of a set of parallel lines as disclosed herein(e.g., see selected ideal path 620D of FIGS. 6D and 6E, among others).Heading measurement/feedback data 918I can be a direction of travel of apower equipment device generated from position location data (e.g.,RTK-based GPS data) or IMU measurement, or a suitable combinationthereof (e.g., current heading 610D or current heading 610E, amongothers disclosed herein). Error 904I can be a difference between controlheading 902I and heading measurement/feedback 918I.

The error 904I between the first input and second input is provided to acontrol system 906I configured to execute a steering adjustmentalgorithm to generate steering adjustment data to cause a steeringcontrol to change direction of the power equipment device to align thepower equipment device with the target path. For example, steeringadjustment algorithm can provide an output to a summing circuit, whichin turn generates a front wheel angle(s) for adjusting steering. In anembodiment, the steering adjustment algorithm 910I can comprise aproportional/integral/differential algorithm, although any othersuitable algorithm for receiving an error in heading and generating acorrection to the heading to minimize (or reduce) the error, known inthe art or reasonably conveyed to one of ordinary skill in the art byway of the context provided herein, can be implemented in alternativeembodiments. Steering adjustment data is output from control system toinner steering control loop 914I. Inner steering control loop 914I isconfigured to change mechanical steering control of the power equipmentdevice to a changed heading 916I (e.g., steering control loop 914I canalso utilize a proportional/integral/differential algorithm for changingthe mechanical steering control, or other suitable algorithm). Autosteering control 900I can be repeated periodically, as described hereinor known in the art, to produce additional changed heading 916I tofurther align the power equipment device with the target path.

FIGS. 9J, 9K and 9L illustrate a diagram of fix-to-float compensation900J for correcting errors in wireless position location data guidancesystems, according to one or more embodiments. The wireless positionlocation data can be any suitable positioning system in which reductionof ideal or preferred system conditions can result in offset errors inposition location data. The example provided in FIGS. 9J-9L modelscorrection of displacement errors that can occur when a RTK-based GPSposition location system loses RTK Fix status and generates positionlocation data from RTK Float calculations. However, other positionlocation systems having system states that produce or result in positionlocation errors, which are known to one of ordinary skill in the art orreasonably conveyed to one of ordinary skill by way of the contextprovided herein, are considered within the scope of the presentdisclosure.

Referring initially to FIG. 9J, a path 902J of position location datapoints for a power equipment device generated with GPS-Fix positionlocation data 904J is illustrated. GPS-Fix position location data 904Jis repeatable and generally accurate to within a decimeter or less.(See, for example, Hall, K.W., Gagliardi, P. and Lawton, D. C., GPSaccuracy part 2: RTK float versus RTK fixed, p. 1, CREWES ResearchReport, Volume 22 (2010); which is hereby incorporated by referenceherein in its entirety and for all purposes). While GPS-Float data isalso repeatable, an error offset can occur in GPS-Float data up to aboutfive meters (Id.). Moreover, this error offset can be undetectable bythe GPS system itself, without a known point for comparison.

FIG. 9K illustrates an embodiment in which path 902J of the powerequipment device is guided by GPS Float position location data 904K fora portion thereof, and guided by GPS Fix position location data 904J forthe remainder of path 902J. A legend in the top right of the pagedefines the association between different pattern schemes and data typesfor respective position location data points. Solid gray data points arethose generated by GPS Fix position location data 904J, whereasdiagonally lined pattern data points are generated by GPS Float positionlocation data 904K. Checkered data points are corrected or compensatedGPS Float position location data points (see FIG. 9L, infra).

A fix-to-float offset 906K is evident resulting from a relativelyconstant (e.g., within the accuracy of a GPS Fix position location datasystem, whether currently known or subsequently described) displacementbetween the GPS Float position location data 904K and the more accurateGPS Fix position location data 904J. Loss of GPS fix 912K indicateswhere the offset first occurs and reacquisition of GPS fix 914K is wherethe offset is closed, or restored.

Embodiments of the present disclosure provide for an auto-steeringcontrol unit for a power equipment device that is configured to measurethe fix-to-float location offset 906K. It should be appreciated that anydisclosed auto-steering control unit described herein can be configuredfor fix-to-float position location compensation as described withrespect to FIGS. 9J-9L. Examples include direction control system 320 ofFIG. 3 (or control unit 202), power equipment control unit 502, powerequipment control unit 704, auto steering control 900G, power equipmentcontrol unit 1502, and so forth.

Referring to cutout 920K of FIG. 9K, fix-to-float location offset 906Kbetween expected GPS Fix position 922K and first offset GPS position (orfirst GPS Float position) 924K can be detected, and measured by adisclosed auto-steering control unit. Detection can be implemented, asone example, by comparing an expected position location data 922K to anactual subsequent position location data 924K. The expected positionlocation data 922K can be generated by IMU position data, in anembodiment, to be compared with a prior RTK-Fix location data pointprior to loss of RTK Fix 912K. In another embodiment, expected positionlocation data 922K can be generated from extending (e.g., extrapolating,or the like) multiple prior GPS Fix position location data points (e.g.,GPS Fix position location data 904H prior to loss of GPS Fix 912K) as abaseline, to an extended position location at an equivalent positionlocation data sampling frequency. Extending prior GPS Fix positionlocation data points can be done continuously by a disclosedauto-steering control unit, or can be implemented in response to acondition (e.g., receipt of GPS Float data; receipt of GPS Float datafollowing receipt of GPS Fix data; receipt of a plurality of GPS Floatdata consecutively; receipt of a threshold number of percentage of GPSFloat data, detecting a displacement between a current and prior GPSdata position location that exceeds a threshold displacement, or thelike, or a suitable combination of the foregoing). Once expectedposition location data 922K is generated, an offset between an expectedGPS Fix position 922K and an actual subsequent GPS position (e.g., 924K)is determined, and the auto-steering control unit can record that offsetand utilize the offset to correct for the displacement. As a specificexample, the correction can calculate orthogonal components of theoffset, such as a y-axis offset 926K and an x-axis offset 928K, andsubtract the offset values from each position location data point of GPSFloat position location data 904K.

A result of subtracting the offset values is illustrated at FIG. 9L bycompensated Float path 906L. By utilizing an IMU device or extrapolatingprior GPS Fix data to detect an offset in position location data points,and subtracting the offset from the position location data points, path902J can be reproduced (or at least approximated) by a disclosedauto-steering control unit. That is, compensated float position locationpoints can be utilized for determining a location of the power equipmentdevice, and utilized for determining a current heading and generatingsteering adjustment data to maintain a target path, as described herein.Accordingly, path 902J can be maintained despite the offset resultingfrom GPS Float position location data. Comparison of IMU positionlocation data to GPS position location data can continue, and once theoffset between an expected position location data point and an actualposition location data point (acquired from RTK-based GPS) drops belowthe threshold value, or upon re-acquiring GPS Fix data, offsetcorrection can be terminated by the auto-steering control unit (e.g., atreacquisition of GPS-Fix 914K).

In various embodiments, the disclosed auto-steering control unit can beconfigured to detect a fix-to-float offset (or termination of thefix-to-float offset) utilizing multiple position location data points,instead of a single point. Thus, if an offset (e.g., 50 centimeters) isspread over multiple position location data points (e.g., 4 positionlocation data points) instead of just two position location data points,such that the offset between any two given data points might not exceeda predetermined threshold offset (e.g., 25 centimeters), theauto-steering control unit can be configured to measure a displacementover multiple data points to detect the offset. As a particularnon-limiting example, if the expected displacement over 4 positionlocation data points is about 40 centimeters (an average of about 13.3cm between each position location data), but is measured to be 70centimeters, the difference of 30 centimeters if averaged over eachpoint would only displace each point by 23.3 cm, less than the thresholdoffset. However, when measured over the 4 points the difference of 30 cmdoes exceed the threshold offset (e.g., 25 centimeters) and can triggerthe generation of compensated float position location points to correctfor the offset, as described above. This example is not limiting,however, and other implementations known in the art or reasonablyconveyed to one of ordinary skill in the art by way of the contextprovided herein are considered within the scope of the presentdisclosure.

FIG. 10 illustrates a diagram of an example parallel path 1000 accordingto still further embodiments of the present disclosure. Parallel path1000 can comprise a power equipment device 1002 traversing a set ofparallel lines 1010, 1020, 1030 adjacent a manufactured linear boundary1030. Manufactured linear boundary 1030 can be any suitable constructhaving an edge that can be imaged by a camera 1042. Examples caninclude, but are not limited to, a sidewalk, a road, a walkway, a wall,an edge of a building, and so forth.

Camera 1042 can be positioned along a trim arm 1040 extending laterallyfrom power equipment device 1002 in at least one embodiment. Trim arm1040 can comprise an edge trimming device, for trimming turf alongmanufactured linear boundary 1030, or other suitable device. In someembodiments, camera 1042 can be substantially similar to camera vision522 of FIG. 5, supra.

Camera 1042 can image an edge of manufactured linear boundary 103 andmonitor lateral changes in position of the edge of manufactured linearboundary 1030 relative to a path of motion of power equipment device1002 (e.g., the path of motion being along parallel line 1010, asillustrated). The monitored lateral changes can be utilized to refine aposition of power equipment device 1002, and optionally correct positionlocation data of power equipment device 1002, in one or moreembodiments. As one example, changes in position of the edge ofmanufactured linear boundary 1030 can be monitored and utilized todetermine error in the position location data. Corrections to the errorcan be calculated, once the error is determined. In other embodiments,automated steering for power equipment device 1002 can be implemented bymaintaining constant lateral position of the edge of manufactured linearboundary 1030, as yet another example. Thus, camera 1042 andmanufactured linear boundary 1030 can be utilized to maintain powerequipment device 1002 along parallel path 1010 in response to loss ofGPS position location data, or the like.

Generally, the illustrated embodiments disclosed herein are not providedas strict limitations on how the disclosed aspects can be practiced byone of ordinary skill in the art, but are intended to be provided asexamples that can be modified, interchanged, added to or subtracted fromas would be suitable to one of ordinary skill in the art. As an example,an arrangement of components depicted in one embodiment can be swappedwith components depicted in another embodiment, optionally excludingsome components or including other components illustrated in a thirdembodiment, according to design creativity of one of ordinary skill inthe art. For instance, location refinement device 108, server devices106 and server data store(s) 122 of FIG. 1 can be incorporated withinFIG. 2 as communicatively connected with direction control system 210,as suitable. As a further example, components of disclosed devices canbe implemented as external to and communicatively or operably connectedto other components of a parent device, rather than included within theparent device. For instance, motor drive 208 can be external to controlunit 202 and communicatively connected thereto instead of implemented asa component thereof. Alternatively, the opposite orientation can beimplemented within the scope of the disclosure: one component (e.g.,wireless device 340 and direction control system 320, or userinput/output 310) depicted separate from another component (e.g.,positioning device 330, or control unit 202) can be aggregated as asingle component in some embodiments. Embodiments or portions thereofdepicted in one Figure can be exchanged with or incorporated withembodiments depicted in other Figures; embodiments or portions thereofin the one Figure can be combined with the other Figure(s), and the likeas would be suitable to one of ordinary skill in the art, or reasonablyconveyed to one of ordinary skill in the art by way of the contextprovided herein. Additionally, it is noted that one or more disclosedprocesses can be combined into a single process providing aggregatefunctionality. Still further, components of disclosedmachines/devices/sensors/control units can also interact with one ormore other components not specifically described herein but known bythose of skill in the art.

In view of the exemplary diagrams described herein, process methods thatcan be implemented in accordance with the disclosed subject matter willbe better appreciated with reference to the flowchart of FIGS. 4 and 11.While for purposes of simplicity of explanation the methods of FIGS. 4and 11 are shown and described as a series of blocks, it is to beunderstood and appreciated that the scope of the disclosure and theclaimed subject matter is not limited by the order of the blocks, assome blocks can occur in different orders or concurrently with otherblocks from what is depicted and described herein. Moreover, not allillustrated blocks are necessarily required to implement the methodsdescribed herein. Additionally, it should be further appreciated thatsome or all the methods disclosed throughout this specification arecapable of being stored on an article of manufacture to facilitatetransporting and transferring such methods to an electronic device. Theterm article of manufacture, where utilized, is intended to encompass acomputer program accessible from any computer-readable device, device inconjunction with a carrier, or storage medium.

FIGS. 11 and 11A illustrate a flowchart of a sample method 1100according to alternative or additional embodiments of the presentdisclosure. At 1102, method 1100 can comprise receiving GPS and RTKposition location data of a power equipment device. At 1104, method 1100can comprise receiving a primary path start input and, at 1106, method1100 can comprise storing a first position location data point for thereceived start input. At 1108, method 1100 can comprise receiving aprimary path stop input. At 1110, method 1100 can comprise storing asecond position location data point for the received stop input. At1112, method 1100 can comprise calculating and storing a primary pathvector at least from the first position location data point and secondposition location data point. In at least some embodiments, method 1100can receive more than two primary path inputs, and can generate theprimary path vector from the more than two primary path inputs.

At 1114, method 1100 can optionally obtain a geographic boundary withina geographical map, and limit the primary path to a length containedwithin the geographic boundary. At 1116, method 1100 can comprisereceiving an automated parallel steering start input. At 1118, method1100 can comprise calculating a parallel vector path a distance from theprimary path vector. The distance can be a value related to a width ofthe power equipment device, in an embodiment. In another embodiment, thedistance can be a value related to a width of a mower deck of the powerequipment device. In still other embodiments, the distance can be avalue related to the width of the power equipment device or the width ofthe mower deck, plus an overlap distance. From 1118, method 1100 cancontinue at reference number 1120 of FIG. 11A.

Referring now to FIG. 11A, at 1120 method 1100 can comprise utilizingthe GPS and RTK position location data to obtain a current heading ofthe power equipment device. At 1122, method 1100 can comprise comparingthe current heading to the calculated vector path and, at 1124,determining a corrected heading to align the current heading with thecalculated vector path. At 1126, method 1100 can comprise activating asteering drive motor to change the steering to the corrected heading andsteer the power equipment device onto the calculated vector path.

At 1128, method 1100 can comprise determining whether a most recent GPSand RTK position location point is equivalent to an endpoint for thecalculated vector path. If the position location point is not equivalentto the endpoint method 1100 can return to reference number 1120.Otherwise, method 1100 can advance to 1130.

At 1130, method 1100 can comprise calculating a subsequent parallelvector path equal to the distance from the parallel vector path. At1132, method 1100 can comprise determining whether a subsequent startinput is received. If yes, method 1132 can return to reference number1120. Otherwise, method 1100 proceeds to 1134 and determines whether atermination input has been received. If so, method 1100 can end at 1136;otherwise, method 1100 can return to reference number 1132.

FIG. 12 illustrates an example set of bounded parallel lines 1200according to alternative or additional embodiments of the presentdisclosure. Any parallel line of the set of parallel lines 1206 can be aprimary parallel line, in which an operator of a power equipment machineprovides initial inputs to define the primary parallel line. As anexample, the line marked with points A and B can be such a primaryparallel line. Other lines of the parallel lines 1206 can be generated(e.g., by path generation module 506, or other suitable module disclosedherein, known in the art are reasonably conveyed to one of ordinaryskill in the art) at integer multiples of a threshold distance from theprimary parallel line. As a result, each line is separated fromneighboring lines by the threshold distance (or approximately thethreshold distance). Moreover, parallel lines 1206 can be generated tothe right of the primary parallel line (e.g., positive integer multiplethreshold values) and to the left of the primary parallel line (e.g.,negative integer multiple threshold values).

Additionally, parallel lines 1206 can be bounded by an exterior boundary1202. Where a parallel line 1206 approaches exterior boundary 1202, anauto-turn 1208 is inserted to facilitate continuity of parallel lines1206, without crossing exterior boundary 1202. The combination ofparallel lines 1206 and auto-turns 1208 provide a path over which apower equipment device can traverse the area bounded by exteriorboundary 1202. Additionally, example bounded parallel lines 1200includes an interior exclusion zone 1204. Parallel lines 1206 areconstrained to not cross interior exclusion zone 1204, and auto-turns1208 are provided near the boundary of interior exclusion zone 1204 tofacilitate traversal of the area within exterior boundary 1202 andoutside interior exclusion zone 1204 by the power equipment device.

In some embodiments, a predetermined direction can be applied to eachparallel line of parallel lines 1206, with alternating lines havingalternating directions. As an illustrative example, a first directioncan be enforced by a power equipment control unit on the primaryparallel line and an opposite direction can be enforced by the powerequipment control unit on nearest adjacent lines (e.g., +/−1× integermultiple), and the first direction again enforced on the second linesfrom the primary parallel line (e.g., +/−2× integer multiple), and soforth. Enforcing predetermined directions can maintain aesthetic appealof turf mowing stripes, as one example, for a mowing power equipmentdevice (or for multiple power equipment devices operating incoordination). This can be beneficial where different portions of thearea within exterior boundary 1202 are traversed non-sequentially. Forinstance, in the case of a lawn mower device, where several lines near aleft side of parallel lines 1206 are initially mowed, and the lawn mowerdevice travels along exterior boundary 1202 to a right side of parallellines 1206, it may be difficult for an operator to manually identifywhere a nearest parallel line of parallel lines 1206 is centered uponre-entering the interior of exterior boundary 1202, or determining adirection that maintains the alternating opposing directions describedabove (e.g., to maintain aesthetic appeal of alternating turf stripingpatterns). In such case, an auto-steering device can enforce apredetermined directionality when traversing any parallel line ofparallel lines 1206. In at least some embodiments, directionality can beextended to non-contiguous areas for similar reasons (e.g., see FIG. 13,infra).

In further embodiments, exterior boundary 1202 and interior exclusionzone 1204 boundary can themselves be traversable paths for the powerequipment device. In at least one embodiment, exterior boundary 1202 orinterior exclusion zone 1204 can also have an enforced direction. Thiscan ensure that turf discharge (e.g., from a mowing power equipmentdevice) is directed in a single direction (e.g., inside a boundary;outside a boundary). In other embodiments exterior boundary or interiorexclusion zone 1204 can be traversed without a direction constraint(e.g., bidirectionally, omnidirectionally, one or more turn profiles,etc.).

FIG. 13 illustrates a diagram of bounded parallel paths extended tonon-contiguous virtual boundaries 1300 according to further embodimentsof the present disclosure. As illustrated, parallel lines 1206 generatedin and constrained to an exterior boundary 1202 are depicted. In variousembodiments, the parallel lines 1206 can be constrained out of aninterior exclusion zone 1204 as well. In an embodiment, parallel lines1206 can be generated from a primary parallel line indicated by points Aand B. It should be appreciated that points A and B can be associated(and used to generate) any other line of parallel lines 1206, other thanthat depicted.

Two additional areas non-contiguous with exterior boundary 1202 are alsoillustrated. The additional areas include non-contiguous area₁ 1310 andnon-contiguous area₂ 1320. Parallel lines 1206 can be extended to thenon-contiguous areas external to exterior boundary 1202. Thus, extendedparallel lines 1316 are generated within non-contiguous area₁ 1310 andextended parallel lines 1326 are generated within non-contiguous area₂1320. Moreover, extended parallel lines 1316 and extended parallel lines1326 can be generated to be parallel to parallel lines 1206. In someembodiments, distance between respective extended parallel lines 1316 orrespective extended parallel lines 1326 can be the same (or similar)threshold distance between lines of parallel lines 1206. In alternativeembodiments, distance between extended parallel lines 1316 or extendedparallel lines 1326 can be narrower or wider than the threshold distancebetween parallel lines 1206.

FIGS. 14, 14A, 14B and 14C (collectively: FIGS. 14-14C) illustrate anexample graphical user interface 1400 facilitating operator-control ofuser-assisted steering, according to various disclosed embodiments. Forinstance, graphical user interface 1400 can embody or be utilized inconjunction with user input/output 310, user input/output 1506 of FIG.15, infra, or other suitable device disclosed herein, known in the artor reasonably conveyed to one of ordinary skill in the art by way of thecontext provided herein.

GUI 1400 includes operator accessible functions including user controls1410, status displays 1420 and command control 1430. Status displays1420 provide status data, power equipment device metric data or acombination thereof, that can be updated periodically or in response tochanges in status data. RTK Status can indicate whether GPS positionlocation data is RTK Fix location data, or RTK Float location data.Steering mode can indicate whether manual operator or automatic steeringis active, heading indicates a direction in degrees, line status canindicate progress of parallel line generation, distance from lineindicates a displacement from a current target path, and velocityindicates a speed of the power equipment device. As status changes(e.g., RTK Status, Steering Mode, Line Status) or as power equipmentdevice metrics change (e.g., heading, distance from line, velocity),status displays 1420 are updated to reflect the new status or metric.

Command control 1430 includes left turn 1432 and right turn 1434 commandbuttons, primary parallel line input 1436 buttons, and GPS status 1438.Display characteristics (color, brightness, etc.) of different buttonscan update to indicate a command is disabled, or enabled for user input,has received user input, or has received no input, a first input, or asecond input, as suitable. In the embodiment of FIG. 14, primaryparallel line input 1436 is in a state indicating no input, and leftturn 142 and right turn 1434 command buttons display a command disablestate.

FIG. 14A depicts an example of graphical user interface 1400 withauto-steer graphical user interface: one point set 1400A. Line statusdisplay of status displays 1420 indicates 1 point is set. Primaryparallel line input 1436 button can display a different color from nopoints set, or point A can be highlighted and lit, or a combination ofthe foregoing. The 1 point set 1400A status indicates that point A ofthe primary parallel line is set, and point B is not set.

FIG. 14B depicts an example of graphical user interface 1400 withauto-steer graphical user interface: line locked (two points set) 1400B.Line status display of RTK Status 1420 indicates a line is locked, andthus two points A and B are set. The primary parallel line input 1436button is updated to highlight or light both point A and point B, and aprimary parallel line input 1436 button can display a third color (e.g.,green, etc.) to indicate that primary parallel line inputs are fullyentered, and active. Additionally, GPS status 1438, previously grayedout, can be displayed as solid and active.

FIG. 14C depicts a final example of graphical user interface 1400 withauto-steering engaged 1400C. In this example, steering mode displays‘Auto’ in the status displays 1420. Further, GPS status 1438 can bebacklit to indicate a auto-steering (or drive-by-wire) status, and leftturn command 1432 and right turn command 1434 buttons can both bybacklit to indicate their respective commands are active and functional.It should be appreciated that different indicators, displays, colorschemes, and the like can be employed to indicate different status,command enable/disable states, and the like in various embodiments.Thus, other embodiments known in the art or reasonably conveyed to oneof ordinary skill in the art by way of the context provided herein areconsidered within the scope of the present disclosure.

FIG. 14D illustrates a diagram of an example of a joystick control 1400Dfor user assisted auto-steering according to alternative or additionalembodiments. Joystick control 1400D can be utilized in conjunction witha graphical user interface, in an embodiment(s). For instance, thegraphical user interface can output power equipment device status andstatus data, and the joystick control 1400D can be provided for operatorinput commands for left and right turn commands, establishing a primaryparallel line for parallel line generation, and the like.

Joystick control 1400D includes a joystick grip 1410D for hand positionof an operator. At a face of the joystick control 1400D are left turncommand button 1430D and right turn command button 1432D. Turn commandindicators 1420D identifying the turn direction for the left turncommand button 1430D and right turn command button 1432D are provided.Additionally, a GPS indicator 1440D displays status of GPS connection. Aline-status and auto-turn indicator can display state of A-B primaryparallel line establishment, and engagement of auto-turn status for thepower equipment device. A trigger button for joystick grip 1410Dfunctions as a parallel line and auto-turn command button 1450D. A firstpress of the parallel line and auto-turn command button 1450D operatesas a point A selection for a primary parallel line, as described herein,and a second press of the parallel line and auto-turn command button1450D operates as a point B selection for the primary parallel line.Moreover, a third press of the parallel line and auto-turn command 1450Dcan activate auto-steering status for the power equipment device,causing the power equipment device to establish a target path andheading, auto-steer onto the target path and heading, and allow theoperator to execute an auto-turn to an adjacent parallel line (which isupdated to be the target path and heading) in response to left turncommand 1430D and right turn command 1432D. Variations of the type,arrangement and function of buttons and display indicators for joystickcontrol 1400D can be reconfigured within the scope of the presentdisclosure, as would be understood by one of ordinary skill in the artor reasonably conveyed to one of ordinary skill by way of the contextprovided herein.

FIG. 14e illustrates a diagram of an additional example joystick control1400E for user assisted auto-steering according to alternative oradditional embodiments. Joystick control 1400E can be utilized inconjunction with a graphical user interface, in an embodiment(s), or canbe utilized without a graphical user interface. For instance, thejoystick control 1400E can be configured to receive operator inputcommands for left and right turn commands for turning to an adjacent(left or right) path, establishing a primary parallel line for parallelline generation, and the like. Additionally, joystick control 1400E canbe configured to output status of received operator input commands,status of GPS connectivity or GPS data, and status of auto-steering.

Joystick control 1400E includes a joystick grip 1410E for handoperation, and three input buttons for entering user commands includinga left turn command 1430E and right turn command 1432E and a pathengagement and settings command 1450E. Path engagement and settingscommand 1450E can receive at least one user input to establish a primarypath, from which adjacent parallel paths are generated as describedherein. Moreover, holding path engagement and settings command 1450E canclear the primary path and adjacent parallel paths, in an embodiment. AGPS indictor 1440E can indicate GPS acquisition/non-acquisition, in anembodiment, or can indicate GPS Fix position location status or GPSFloat position location status. In an embodiment, a range of visualindicators (e.g., colors, brightness, or the like, or a combinationthereof) can be employed by GPS indicator 1440E to indicate GPSacquisition/non-acquisition as well as GPS Fix or GPS Float status. Aprimary path status indicator 1442E can indicate whether a primary pathis set (or partially set, utilizing multiple colors, brightness, orother visual indicators). Likewise, a driver-assist steering indicator1444E can indicate whether auto-steering is engaged or disengaged.

FIG. 15 illustrates a block diagram of an example steering assist andproperty management device 1500 for a power equipment device, accordingto alternative or additional embodiments of the present disclosure. Thepower equipment device can be any suitable power equipment devicedisclosed herein or known in the art. Suitable examples include, but arenot limited to, a mowing device, a lawn tractor, a riding mower, afertilizing or seed sowing device, an edge trimming device, asnow-thrower, and so forth.

Power equipment control unit 1502 can be configured to controlmechanical, electrical or electro-mechanical functions of a powerequipment device, according to one or more commands, instructions, data(e.g., steering adjustment data), etc., generated by one or moreapplications of steering assist and property management device 1500. Insome embodiments, power equipment control unit 1502 can include some orall functionality of control unit 202 of FIG. 3 or of power equipmentcontrol unit 502 of FIG. 5 with respect to control of mechanicalfunctions of the power equipment device (e.g., steering, drive and brakesystem 508 of FIG. 5) and electrical functions of the power equipmentdevice (e.g., electrical power system 230 or motor 220 of FIG. 3), amongother functions described hereinbelow. Thus, power equipment controlunit 1502 can be configured to operate a motor drive (or engine) tomechanically power wheels, a drivetrain, etc. of the power equipmentdevice. Further, power equipment control unit 1502 can be configured toreceive steering adjustment data generated by one or more of theapplications, and control steering functionality of the power equipmentdevice to align a heading of the power equipment device with a targetpath or target heading consistent with the steering adjustment data,among other capabilities described herein.

In addition to the foregoing, power equipment control unit 1502 isconnected to user input/output 1506 for receipt of user commands (e.g.,input of primary parallel line commands, input of turn left or turnright commands, or other function or maintenance related controls forsteering assist and property management device 1500) and display ofstatus data associated with steering assist and property managementdevice 1500 or the power equipment device. In an embodiment, userinput/output 1506 can include graphical user interface 1400 of FIGS.14-14C. In another embodiment, user input/output 1506 can include ahand-formed joystick-type device (e.g., 1400D of FIG. 14D) with userinput buttons for inputting user commands (e.g., entering point A andpoint B of a primary parallel line; turn left button; turn right button;manual/auto steering selection or override, or the like).

A geo-fencing area module 1520 can be configured to receive user inputdata representing a geographic area. In an embodiment, geo-fencing areamodule 1520 can include a touchscreen display for drawing a geographicarea boundary on a display of a geographic area of a digital map of anavigation device (e.g., RTK-based GPS display device). The user inputdata can be utilized to generate a boundary to constrain parallel linesover which the steering assist and property management device 1500 willauto-steer the power equipment device, as described herein. An areaaggregation module 1522 can receive additional user input datarepresenting additional geographic areas. Where the additionalgeographic area is contained within the geographic area boundary, areaaggregation module 1522 can generate the additional user input data asan interior exclusion zone (e.g., interior exclusion zone 1204) withinthe geographic area boundary, as described at FIGS. 12 and 13, supra.Where the additional geographic area is exterior to the geographic areaboundary, area aggregation module 1522 can generate the additional userinput data as a non-contiguous area (e.g., 1310, 1320 of FIG. 13) towhich parallel lines of the geographic area boundary can be extended(e.g., 1316, 1326 of FIG. 13), maintaining parallelism of the extendedparallel lines with the parallel lines of the geographic area boundary(e.g., 1206).

Additionally, steering assist and property management device 1500 cancomprise a property management module 1530. Property management module1530 can be configured to identify and store different geographic areasas worksites. Worksites can be associated with distinct geographicareas, among other data (e.g., operator-supplied labels, names, etc.),to distinguish a saved worksite from other saved worksites. In addition,a set of parallel paths for a given worksite can be saved and associatedwith that worksite utilizing a saved paths module 1532. A fuelconsumption module 1537 can be provided to track fuel use and timeinvolved in traversing parallel lines of a worksite, and a jobestimation module 1536 can utilize historical time and fuel consumptiontracked by fuel consumption module 1537 to estimate a cost of traversinga saved worksite at a future time. In an embodiment, job estimationmodule 1536 can acquire environmental condition data (e.g.,precipitation, temperature, ground moisture, turf moisture, turfthickness, etc.) and incorporate the environment condition data into theestimate of cost of traversing the saved worksite.

In further embodiments, an efficiency optimization module 1535 can beconfigured to adjust speed of the power equipment device or adjust anoverlap factor included within threshold distance calculations fordetermining width of parallel lines. Efficiency optimization module 1535can be configured to adjust the speed or overlap factor to minimizecompletion time for the power equipment device to traverse theuser-supplied geographic boundary. Power equipment control unit 1502 canreceive optimized speed and overlap factor information to adjust a speedof the power equipment device, or adjust distance between parallel linesto achieve the time efficiency calculated by efficiency optimizationmodule 1535.

In another embodiment, property management module 1530 can include atrack and trace component 1538 that tracks location of a wirelesstransmitter associated with the power equipment device, and with one ormore additional wireless transmitters of additional power equipmentdevices to maintain location and operation status of a fleet of powerequipment devices. Further, a maintenance sensing module 1534 can beconfigured to track time between maintenance applications of savedworksites for different maintenance functions (e.g., lawnmowing, edgetrimming, fertilizing, harvesting, etc.) and output reminder data toindicate upcoming maintenance timelines for the saved worksites.

In still further embodiments, power equipment control 1502 can include aRTK correction module 1542 associated with a set of state sensors 1540and an equipment state and location estimator 1504. State sensors 1540and equipment state and location estimator 1504 can be substantially asdescribed hereinabove (e.g., see FIGS. 3 and 5, supra, among otherrelevant components). Specifically, state sensors 1540 can be configuredto identify position location information for a power equipment device,including RTK-based GPS position location data for the power equipmentdevice and IMU position location data for the power equipment device.RTK correction module 1542 can detect a variance between the RTK-basedGPS position location data and the IMU position location data andgenerate RTK Float compensation data to correct the RTK-based GPSposition location data, and output the compensated data to equipmentstate and location estimator 1504 and power equipment control unit 1502.Thus, errors in position location data resulting from a switch fromGPS-Fix position location data to GPS-Float position location data canbe corrected by RTK correction module 1542 as described herein (e.g.,see FIGS. 9J-9L, supra).

In addition to the foregoing, steering assist and property managementdevice 1500 can comprise an antenna compensation module 1550. Antennacompensation module 1550 can be configured to measure displacements of aGPS antenna due to uneven terrain (e.g., pitch or roll displacements;see FIG. 9) and correct antenna-based position location data utilizingthe measured displacement data. To this end, antenna compensation module1550 can include an incline measurement module 1554 that can monitor andmeasure pitch and roll displacement of an antenna (e.g., see FIGS. 9, 9Aand 9B) utilized for wireless position location determination systems(e.g., RTK-based GPS system, or the like). A compensated data generationmodule 1556 can generate offset data based on pitch and rollmeasurements acquired by incline measurement module 1554 (e.g., seeFIGS. 9C and 9D), and modify position location data of the wirelessposition location determination system with the offset data to generatecompensated position location data that approximates antenna location ona non-inclined surface. This compensated position location data moreaccurately reflects position location of a work engine of a powerequipment device that is generally more proximate to the ground (and inmany cases parallel to the ground) than a physical antenna location.

In some embodiments, antenna compensation module 1550 can comprise avirtualization module 1552 configured to virtually displaceantenna-based position location data in a direction of motion of a powerequipment device. The antenna-based position location data can becompensated position location data generated by compensated datageneration module 1556 in some embodiments, or RTK corrected positionlocation data generated by 1542 in other embodiments, or a combinationof the foregoing, where suitable, in still further embodiments. Thevirtualization module 1552 can be configured to adjust the antenna-basedposition location data, to shift such data in a direction of motion ofthe power equipment device (e.g., see FIG. 9E). The shifted data can beutilized to generate steering adjustment data for aligning a heading ofthe power equipment device with a target heading or target path asdisclosed herein.

In connection with FIG. 16, the systems and processes described belowcan be embodied within hardware, such as a single integrated circuit(IC) chip, multiple ICs, an application specific integrated circuit(ASIC), or the like. A suitable operating environment 1600 forimplementing various aspects of the claimed subject matter includes acomputer 1602. In various embodiments, a control unit (e.g., controlunit 112, control unit 202, power equipment control unit 502, 704, 1502,and so forth) of a power equipment device can be embodied in part bycomputer 1602, or an analogous computing device known in the art,subsequently developed, or made known to one of ordinary skill in theart by way of the context provided herein.

The computer 1602 includes a processing unit 1604, a system memory 1610,a codec 1614, and a system bus 1608. The system bus 1608 couples systemcomponents including, but not limited to, the system memory 1610 to theprocessing unit 1604. The processing unit 1604 can be any of variousavailable processors. Dual microprocessors and other multiprocessorarchitectures also can be employed as the processing unit 1604.

The system bus 1608 can be any of several types of bus structure(s)including the memory bus or memory controller, a peripheral bus orexternal bus, or a local bus using any variety of available busarchitectures including, but not limited to, Industrial StandardArchitecture (ISA), Micro-Channel Architecture (MSA), Extended ISA(EISA), Intelligent Drive Electronics (IDE), VESA Local Bus (VLB),Peripheral Component Interconnect (PCI), Card Bus, Universal Serial Bus(USB), Advanced Graphics Port (AGP), Personal Computer Memory CardInternational Association bus (PCMCIA), Firewire (IEEE 1394), and SmallComputer Systems Interface (SCSI).

The system memory 1610 can include volatile memory 1610A, non-volatilememory 1610B, or both. Functions of control unit 112 (among othercontrol units: 202, 502, 704, 1502, . . . , depicted herein) describedin the present specification can be programmed to system memory 1610, invarious embodiments. The basic input/output system (BIOS), containingthe basic routines to transfer information between elements within thecomputer 1602, such as during start-up, is stored in non-volatile memory1610B. In addition, according to present innovations, codec 1614 mayinclude at least one of an encoder or decoder, wherein the at least oneof an encoder or decoder may consist of hardware, software, or acombination of hardware and software. Although, codec 1614 is depictedas a separate component, codec 1614 may be contained within non-volatilememory 1610B. By way of illustration, and not limitation, non-volatilememory 1610B can include read only memory (ROM), programmable ROM(PROM), electrically programmable ROM (EPROM), electrically erasableprogrammable ROM (EEPROM), or Flash memory. Non-volatile memory 1610Bcan be embedded memory (e.g., physically integrated with computer 1602or a mainboard thereof), or removable memory. Examples of suitableremovable memory can include a secure digital (SD) card, a compact Flash(CF) card, a universal serial bus (USB) memory stick, or the like.Volatile memory 1610A includes random access memory (RAM), which canserve as operational system memory for applications executed byprocessing unit 1604. By way of illustration and not limitation, RAM isavailable in many forms such as static RAM (SRAM), dynamic RAM (DRAM),synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), andenhanced SDRAM (ESDRAM), and so forth.

Computer 1602 may also include removable/non-removable,volatile/non-volatile computer storage medium. FIG. 16 illustrates, forexample, disk storage 1606. Disk storage 1606 includes, but is notlimited to, devices such as a magnetic disk drive, solid state disk(SSD) floppy disk drive, tape drive, Flash memory card, memory stick, orthe like. In addition, disk storage 1606 can include storage mediumseparately or in combination with other storage medium including, butnot limited to, an optical disk drive such as a compact disk ROM device(CD-ROM) or derivative technology (e.g., CD-R Drive, CD-RW Drive,DVD-ROM, and so forth). To facilitate connection of the disk storage1606 to the system bus 1608, a removable or non-removable interface istypically used, such as interface 1612. In one or more embodiments, diskstorage 1606 can be limited to solid state non-volatile storage memory,providing motion and vibration resistance for a control unit (e.g.,control unit 112, among others) operable in conjunction with a powerequipment machine (e.g., power equipment machine 102, 702, 902, etc.).

It is to be appreciated that FIG. 16 describes software that can programcomputer 1602 to operate as an intermediary between an operator of apower equipment machine (e.g., power equipment machine 102, and others),or operate as an intermediary between the power equipment machine and anautonomous steering system (or partially autonomous, user-assistedsteering system) for operating the power equipment machine embodiedwithin operating environment 1600. Such software includes an operatingsystem 1006A. Operating system 1606A, which can be stored on diskstorage 1606, acts to control and allocate resources of the computer1602. Applications 1606C take advantage of the management of resourcesby operating system 1606A through program modules 1606D, and programdata 1606B, such as the boot/shutdown transaction table and the like,stored either in system memory 1610 or on disk storage 1606. It is to beappreciated that the claimed subject matter can be implemented withvarious operating systems or combinations of operating systems.

Input device(s) 1642 connects to the processing unit 1604 andfacilitates operator interaction with operating environment 1600 throughthe system bus 1608 via interface port(s) 1630. Input port(s) 1640 caninclude, for example, a serial port, a parallel port, a game port, auniversal serial bus (USB), among others. Output device(s) 1632 use someof the same type of ports as input device(s) 1642. Thus, for example, aUSB port may be used to provide input to computer 1602 and to outputinformation from computer 1602 to an output device 1632. Output adapter1630 is provided to illustrate that there are some output devices, suchas graphic display, speakers, and printers, among other output devices,which require special adapters. The output adapter 1630 can include, byway of illustration and not limitation, video and sound cards thatprovide a means of connection between the output device 1632 and thesystem bus 1608. It should be noted that other devices or systems ofdevices provide both input and output capabilities such as remotecomputer(s) 1624 and memory storage 1626.

Computer 1602 can operate in conjunction with one or more electronicdevices described herein. For instance, computer 1602 can embody a powerequipment control unit 502 configured to operate steering, drive andbrake system 508 to provide user-assisted steering along defined paths,as described herein. Additionally, computer 1602 can communicativelycouple with equipment state and location estimator 504, 708, 1504, etc.,path generation module 506 or user input/output module 310, among otherdisclosed components and devices to generate steering data to maintain atarget path, including position and direction of motion, of a powerequipment device. Computer 1602 can communicatively couple with variousdisclosed components by way of a network interface 1622 (e.g., awireless network interface, a wired network interface, a globalpositioning system (GPS) interface, and so forth), in an embodiment.

Communication connection(s) 1620 refers to the hardware/softwareemployed to connect the network interface 1622 to the system bus 1608.While communication connection 1620 is shown for illustrative clarityinside computer 1602, it can also be external to computer 1602. Thehardware/software necessary for connection to the network interface 1622includes, for exemplary purposes only, internal and externaltechnologies such as, modems including regular telephone grade modems,cable modems and DSL modems, ISDN adapters, and wired and wirelessEthernet cards, hubs, and routers.

In regard to the various functions performed by the above describedcomponents, machines, devices, processes and the like, the terms(including a reference to a “means”) used to describe such componentsare intended to correspond, unless otherwise indicated, to any componentwhich performs the specified function of the described component (e.g.,a functional equivalent), even though not structurally equivalent to thedisclosed structure, which performs the function in the hereinillustrated exemplary aspects of the embodiments. In this regard, itwill also be recognized that the embodiments include a system as well aselectronic hardware configured to implement the functions, or acomputer-readable medium having computer-executable instructions forperforming the acts or events of the various processes.

In addition, while a particular feature may have been disclosed withrespect to only one of several implementations, such feature may becombined with one or more other features of the other implementations asmay be desired and advantageous for any given or particular application.Furthermore, to the extent that the terms “includes,” and “including”and variants thereof are used in either the detailed description or theclaims, these terms are intended to be inclusive in a manner similar tothe term “comprising.”

As used in this application, the term “or” is intended to mean aninclusive “or” rather than an exclusive “or”. That is, unless specifiedotherwise, or clear from context, “X employs A or B” is intended to meanany of the natural inclusive permutations. That is, if X employs A; Xemploys B; or X employs both A and B, then “X employs A or B” issatisfied under any of the foregoing instances. In addition, thearticles “a” and “an” as used in this application and the appendedclaims should generally be construed to mean “one or more” unlessspecified otherwise or clear from context to be directed to a singularform.

In other embodiments, combinations or sub-combinations of the abovedisclosed embodiments can be advantageously made. The block diagrams ofthe architecture and flow charts are grouped for ease of understanding.However, it should be understood that combinations of blocks, additionsof new blocks, re-arrangement of blocks, and the like are contemplatedin alternative embodiments of the present disclosure.

It is also understood that the examples and embodiments described hereinare for illustrative purposes only and that various modifications orchanges in light thereof will be suggested to persons skilled in the artand are to be included within the spirit and purview of this applicationand scope of the appended claims.

What is claimed is:
 1. An automated steering apparatus for a powerequipment device, comprising: an auto steering and location module thatincludes: a positioning device configured to wirelessly receivesatellite-based location data of the power equipment device and toreceive local positioning correction data from a terrestrialtransmitter, the positioning device comprising a processing module tocompute corrected location data of the power equipment device byadjusting the satellite-based location data according to the localpositioning correction data; a direction module configured to utilizethe corrected location data calculated by the positioning device andsecond corrected location data, calculated by the positioning devicefrom second satellite-based location data and from second localpositioning correction data at a different time from the correctedlocation data, to identify a contemporaneous direction of motion of thepower equipment device; and a direction control module configured tocompare the contemporaneous direction of motion to a target direction ofmotion and generate steering adjustment data configured to direct thepower equipment device toward a target path of motion; a drive controlunit configured to receive the steering adjustment data and control asteering apparatus of the power equipment device toward the target pathof motion.
 2. The automated steering apparatus of claim 1, wherein thedirection control module is further configured to compare the correctedlocation data to the target path of motion and identify a displacementbetween the corrected location data and the target path of motion. 3.The automated steering apparatus of claim 2, wherein the directioncontrol module is further configured to generate the steering adjustmentdata to minimize the displacement between the corrected location dataand the target path of motion, wherein the displacement is a lineardisplacement represented by a distance from the second correctedlocation data to a nearest point on the target path of motion, or anangular displacement represented by an angle between the contemporaneousdirection of motion and the target direction of motion, or a combinationof the linear displacement and the angular displacement.
 4. Theautomated steering apparatus of claim 1, further comprising a user inputmodule and a path generation module configured to: receive a first userinput at the user input module at a first time; obtain first correctedlocation data at the first time from the positioning device and secondcorrected location data at a second time subsequent to the first time;generate a primary path through both the first corrected location dataand through the second corrected location data; and generate the targetpath of motion as the primary path or as a second path that is parallelto or approximately parallel to the primary path and is displaced fromthe primary path by a predetermined displacement factor.
 5. Theautomated steering apparatus of claim 4, wherein the predetermineddisplacement factor is determined at least in part from a width of apowered implement secured to the power equipment device.
 6. Theautomated steering apparatus of claim 5, wherein the predetermineddisplacement factor is determined at least in part from the width of thepowered implement in combination with a target overlap of the poweredimplement traversing the primary path and the second path.
 7. Theautomated steering apparatus of claim 4, wherein the user input modulereceives an additional user input at a third time different from thefirst time and from the second time, wherein the additional user inputin part triggers activation of the drive control unit to control thesteering apparatus toward the target path of motion.
 8. The automatedsteering apparatus of claim 7, wherein the path generation module isconfigured to generation additional paths parallel to or approximatelyparallel to the primary path and to the second path, each of theadditional paths being displaced by respective multiples of thepredetermined displacement factor from the primary path, and furtherwherein the user input module includes a right turn user input deviceand a left turn user input device, and wherein at least one of thefollowing: in response to activation of the right turn user input devicethe direction control module updates the target path of motion to thesecond path or one of the additional paths that is at a right side ofthe target path of motion based on a current heading of the powerequipment device, and performs a right side automated turning procedureto align the power equipment device with the updated target path ofmotion to the right side of the target path of motion; or in response toactivation of the left turn user input device the direction controlmodule updates the target path of motion to the second path or one ofthe additional paths that is at a left side of the target path of motionbased on the current heading of the power equipment device, and performsa left side automated turning procedure to align the power equipmentdevice with the updated target path of motion to the left side of thetarget path of motion.
 9. The automated steering apparatus of claim 7,wherein the direction control module determines a second direction ofmotion of the power equipment device in response to the additional userinput at the user input module, and compares the second direction ofmotion to the target direction of motion.
 10. The automated steeringapparatus of claim 9, wherein the direction control module executes atleast one of the following actions: causes the drive control unit tomaintain the target direction of motion in response to determining thesecond direction of motion is less than ninety degrees rotation from thetarget direction of motion; or establishes a reverse direction of motionas the target direction of motion in response to determining the seconddirection of motion is equal to or greater than ninety degrees rotationfrom the target direction of motion.
 11. The automated steeringapparatus of claim 9, wherein: the positioning device generates thirdcorrected location data for the power equipment device contemporaneouswith the user input module receiving the additional user input; thedirection control module determines a displacement between a nearestpoint on the primary path and the third corrected location data andcompares the determined displacement to a displacement threshold factor;and at least one of: maintains the target path of motion as the primarypath in response to the determined displacement being less than thedisplacement threshold factor; or updates the target path of motion tothe second path in response to the determined displacement being greaterthan the displacement threshold factor.
 12. The automated steeringapparatus of claim 11, wherein: the direction control module determinesa second direction of motion of the power equipment device in responseto the third user input at the user input module; the direction controlmodule determines an angular displacement between the second directionof motion and the target direction of motion; and at least one of: thedirection control module maintains the target direction of motion on theprimary path or on the second path in response to the angulardisplacement being smaller than an angular displacement thresholdfactor; or the direction control module reverses the target direction ofmotion on the primary path or on the second path in response to theangular displacement being larger than the angular displacementthreshold factor.
 13. The automated steering apparatus of claim 1,further comprising a continuous motion turning module configured tomaintain motion of each of a plurality of front wheels or each of aplurality of rear wheels of the power equipment device in response tothe drive control unit controlling the steering apparatus of the powerequipment device.
 14. The automated steering apparatus of claim 13,wherein the continuous motion turning module is further configured tomaintain uninterrupted or near uninterrupted motion of each of theplurality of front wheels of the power equipment device for a turn ofgreater than ninety degrees, utilizing a first wheel control to drive afirst wheel of the plurality of front wheels and a second wheel controlto drive a second wheel of the plurality of front wheels.
 15. Theautomated steering apparatus of claim 13, wherein the continuous motionturning module is further configured to maintain uninterrupted or nearuninterrupted motion of each of the plurality of rear wheels of thepower equipment device for a turn of greater than ninety degrees,utilizing a first wheel control drive to drive a first wheel of theplurality of rear wheels and a second wheel control drive to drive asecond wheel of the plurality of rear wheels.
 16. The automated steeringapparatus of claim 13, wherein the continuous motion turning module isconfigured to maintain uninterrupted motion of each of the plurality offront wheels and each of the plurality of rear wheels.
 17. The automatedsteering apparatus of claim 1, further comprising an orientation devicethat measures a rotation of the power equipment device about agravitational axis of the earth, and determines a displacement of awireless receiver of the positioning device from the gravitational axisin part from the rotation of the power equipment device.
 18. Theautomated steering apparatus of claim 17, wherein the processing moduleof the positioning device computes the corrected location data byadjusting the satellite-based location data according to both the localpositioning data and the displacement of the wireless receiver from thegravitational axis.
 19. The automated steering apparatus of claim 4,wherein: the path generation module is further configured to generateadditional paths parallel or approximately parallel to the primary pathand to the second path, each of the additional paths being displacedrespective multiples of the predetermined displacement factor from theprimary path, the user input module is configured to receive a selectionidentifying a subsequent path selected from a group consisting of theprimary path, the second path and the additional paths; the directionmodule is configured to identify a corrected position location dataequivalent to or substantially equivalent to an endpoint of the targetpath of motion; and the direction control module is configured togenerate steering adjustment data to drive the power equipment devicefrom the endpoint of the target path of motion to a starting point ofthe subsequent path.
 20. A method of providing assisted steering for apower equipment device, comprising: receiving a user input entry on auser input device communicatively coupled to the power equipment device;acquiring position location data of the power equipment device for theuser input entry and second position location data of the powerequipment device at a time subsequent to the user input entry;generating a primary path vector through position locations defined atleast in part by the position location data, by the second positionlocation data and by a primary direction of the power equipment device;obtaining stored displacement data; generating a second path parallel toor approximately parallel to the primary path vector and at a distancefrom the primary path vector defined by the displacement data; receivingan additional user input entry on the user input device; acquiring adirection of motion of the power equipment device in response to andcontemporaneous with receiving the additional user input entry; defininga subsequent path from the second path or a third path on an oppositeside of the primary path vector from the second path; and engaging anautomated steering apparatus of the power equipment device to automatesteering of the power equipment device onto or along the second path oralong the third path.
 21. The method of claim 20, wherein defining thesubsequent path further comprises: determining whether the direction ofmotion defines an angle greater than ninety degrees from the primarydirection of the primary path vector; acquiring contemporaneous positionlocation data for the power equipment device in response to receivingthe additional user input; determining whether the contemporaneousposition location data defines a distance greater than a displacementthreshold factor from the primary path vector; and in response todetermining the direction of motion does define an angle greater thanninety degrees from the primary path vector and the position locationdata does define the distance greater than the displacement thresholdfactor from the primary path vector, engaging an automated steeringapparatus of the power equipment device to automate steering of thepower equipment device onto or along the second path and in a reversedirection opposite the primary direction of the primary path vector. 22.The method of claim 20, wherein the additional user input specifies adirection of the subsequent path as being either to the right of or tothe left of the primary path vector, and further comprising: definingthe subsequent path to be the second path in response to the directionbeing to the right of the primary path vector, or defining thesubsequent path to be the third path in response to the direction beingto the left of the primary path vector; and engaging the automatedsteering apparatus to automate steering of the power equipment deviceonto the second path in response to defining the subsequent path to bethe second path, or engaging the automated steering apparatus toautomate steering of the power equipment device onto the third path inresponse to defining the subsequent path to be the third path.
 23. Themethod of claim 20, further comprising: receiving a second additionaluser input entry on the user input device, the second additional userinput entry identifying a first path selected from the group consistingof: the primary path vector, the second path and the third path;completing a length of a current path, the current path being a secondpath selected from the group that is different from the first path; andengaging the automated steering apparatus to automate steering of thepower equipment device from an end of the current path to a start of thefirst path.
 24. A driver-assisted steering apparatus for a powerequipment device, comprising: a location module configured to generateor acquire position location information for the power equipment device,comprising: a positioning device and an antenna fixed to the powerequipment device, the positioning device configured to wirelesslyreceive satellite-based location data pertaining to the antenna and towirelessly receive correction data from a stationary transceiver; aprocessor configured to compute corrected location data for the antennaat least in part by adjusting the satellite-based location data at leastin part with the correction data and generate corrected position datafor the antenna; a path generation module configured to: receive a setof user input entries including a first user input entry, acquire afirst corrected position location data from the corrected position dataconcurrent with receipt of the first user input entry and acquire asecond corrected position location data from the corrected position dataat a time subsequent to the first user input entry; generate primaryparallel path data embodied by a first virtual path that intersects thefirst corrected position location data and the second corrected positionlocation data; generate subsequent path data embodied by a set ofvirtual paths parallel to or approximately parallel to the first virtualpath and located at respective integer multiples of a threshold distancefrom the first virtual path; a direction control module configured todetermine a current heading of the power equipment device and determinean offset from a virtual line of the set of virtual lines and generatesteering adjustment data configured to direct the power equipment devicetoward the virtual line; and a drive control unit configured to receivethe steering adjustment data and activate a steering motor to change asteering apparatus of the power equipment device consistent with thesteering adjustment data.
 25. The driver-assisted steering apparatus ofclaim 24, wherein the location module further comprises an inertialmeasurement unit (IMU) and odometer assembly configured to determinerelative speed and direction of the power equipment device and relativeposition location information of the power equipment device, and whereinthe location module is configured to compare the relative positionlocation information to at least one position of the corrected positiondata for the antenna and generate secondary position locationinformation for the power equipment device.
 26. The driver-assistedsteering apparatus of claim 24, wherein the positioning device is a realtime kinetic (RTK) corrected GPS device and is configured to identify achange from a RTK fixed status of the satellite-based location data to aRTK float status of the satellite-based location data and to identify achange from the RTK float status to the RTK fixed status.
 27. Thedriver-assisted steering apparatus of claim 26, wherein the positioningdevice determines an offset from the virtual line in response toidentifying the change from the RTK fixed status to the RTK floatstatus.
 28. The driver-assisted steering apparatus of claim 27, whereinthe positioning device modifies the corrected position data derived fromRTK float data according to the offset, and utilizes the modifiedcorrected position data to determine the current heading of the powerequipment device and the offset from the virtual line.
 29. Thedriver-assisted steering apparatus of claim 28, wherein the RTK floatoffset is a substantially fixed displacement between a first subset ofthe corrected position data generated by the processor during the RTKfixed status and a second subset of the corrected position datagenerated by the processor during the RTK float status.
 30. Thedriver-assisted steering apparatus of claim 25, wherein the locationmodule is configured to switch from the corrected position data to thesecondary position location information in response to the directioncontrol module initiating a turn from a first of the set of virtuallines to a second of the set of virtual lines, or in response todetecting a manual turn implemented by an operator of the powerequipment device.
 31. The driver-assisted steering apparatus of claim30, wherein the location module is configured to switch from thesecondary position location information back to the corrected positiondata in response to completion of the turn by the direction controlmodule, or in response to detecting completion of the manual turn. 32.The driver-assisted steering apparatus of claim 25, wherein: the IMU isconfigured to detect a change in orientation of the antenna relative toa gravitational vector of the Earth; and the location module isconfigured to utilize the change in orientation to determine adisplacement of the antenna from a default orientation of the antennautilized in calculating the corrected position data for the antenna,wherein the displacement from the default orientation is utilized togenerate antenna correction data, and wherein the processor combines thecorrection data with the antenna correction data to generated thecorrected position data for the antenna.
 33. The driver-assistedsteering apparatus of claim 32, wherein: the change in orientationincludes a change in roll orientation and a change in pitch orientation;the displacement of the antenna determined by the IMU includes a rolldisplacement and a pitch displacement; and wherein the location modulegenerates a lateral correction data and an axial correction data fromthe roll displacement and the pitch displacement to generate the antennacorrection data.
 34. The driver-assisted steering apparatus of claim 24,wherein the location module includes an antenna compensation moduleconfigured to employ the processor to adjust the corrected position datafor the antenna from an actual position to a virtual position bymodifying the corrected position data with a virtual antennadisplacement factor, producing virtual corrected position data for theantenna.
 35. The driver-assisted steering apparatus of claim 34, whereinthe antenna compensation module is configured to acquire the firstcorrected position location data from the virtual corrected positiondata concurrent with receipt of the first user input entry and acquirethe second corrected position location data from the virtual correctedposition location data at the subsequent time, and to generate theprimary parallel path data and subsequent path data as a function of thevirtual corrected position data.
 36. The driver-assisted steeringapparatus of claim 34, further comprising: a plurality of odometers fordetermining a relative distance traveled metric of a right wheel of thepower equipment device, a relative distance traveled metric of the leftwheel of the power equipment device, wherein the direction controlmodule determines the current heading at least in part from the relativedistance traveled metric of the right wheel and the relative distancetraveled metric of the left wheel; and an inertial measurement unit(IMU) for determining a pitch displacement of the antenna and a rolldisplacement of the antenna, wherein the direction control module isconfigured to determine the offset from the virtual line utilizing thevirtual corrected position data correcting for the pitch displacement ofthe antenna and the roll displacement of the antenna, and from thecurrent heading and the offset from the virtual line generate thesteering adjustment data as a function of the virtual corrected positiondata.
 37. The driver-assisted steering apparatus of claim 34, whereinthe virtual position of the antenna is at least one of: projected apositive distance from an actual position of the antenna along a vectordirection defined by the current heading of the power equipment device;or near or overlying a front-end rotational axis of the power equipmentdevice.
 38. The driver-assisted steering apparatus of claim 24, whereinthe path generation module includes a geo-fencing module configured toreceive user input boundary data indicative of a boundary or approximateboundary of a geographic area, and is configured to confine the firstvirtual line and the set of virtual lines within the boundary of thegeographic area.
 39. The driver-assisted steering apparatus of claim 38,wherein the geo-fencing module is configured to receive second userinput boundary data indicative of a second boundary or approximateboundary of a second geographic area that is non-contiguous with thegeographic area.
 40. The driver-assisted steering apparatus of claim 39,wherein the geo-fencing module further comprises an aggregation modulethat extends the set of virtual lines to the second boundary orapproximate boundary, confining the extended virtual lines therein, andthat maintains parallelism of the extended virtual lines confined withinthe second boundary or approximate boundary of the second geographicarea with the first virtual line and the set of virtual lines confinedwithin the boundary of the geographic area.
 41. The driver-assistedsteering apparatus of claim 40, wherein the direction control module isconfigured to generate steering adjustment data to direct the powerequipment device toward a line of the extended virtual lines, inresponse to detecting the line of the extended virtual lines is closestto a contemporaneous position of the power equipment device.
 42. Thedriver-assisted steering apparatus of claim 24, further comprising aproperty management module configured to store at least a subset of thecorrected position data and associate the stored subset of the correctedposition data with a user-defined power equipment maintenance site. 43.The driver-assisted steering apparatus of claim 42, wherein the propertymanagement module includes a saved paths module configured to store datadefining the set of virtual lines for the user-defined power equipmentmaintenance site in response to a user save job input, and recalls fromstorage the data defining the set of virtual lines in response to a userrecall job input.
 44. The driver-assisted steering apparatus of claim43, wherein the saved paths module is configured to store and recall theset of virtual lines confined within a user-supplied geographic boundaryfor the user-defined power equipment maintenance site, and is configuredto store and recall extended virtual lines confined within a seconduser-supplied geographic boundary that is not geographically contiguouswith the user-supplied geographic boundary.
 45. The driver-assistedsteering apparatus of claim 44, further comprising an efficiencyoptimization module configured to adjust speed of the power equipmentdevice or adjust an overlap factor included within the thresholddistance between adjacent virtual lines of the set of virtual lines, tominimize completion time for the power equipment device to traverse theuser-supplied geographic boundary, the second user-supplied geographicboundary, or both.
 46. The driver-assisted steering apparatus of claim45, wherein the property management module is configured to store thecompletion time for an instance of traversing the maintenance site, andto store at least one environment condition pertaining to the instanceof traversing the maintenance site, the stored environment conditionincluding at least one of: an ambient temperature, a height metric ofvegetation of the maintenance site, an ambient humidity metric, a loadmetric on a work engine of the power equipment device, a moisturecontent of the vegetation or of a ground surface for the maintenancesite, or a combination of the foregoing.
 47. The driver-assistedsteering apparatus of claim 46, further comprising a job estimationmodule configured to acquire a contemporaneous environment condition forthe maintenance site and estimate a subsequent time of completion for asecond instance of traversing the maintenance site based at least ondifferences in the contemporaneous environment condition and the atleast one stored environment condition.
 48. The driver-assisted steeringapparatus of claim 47, wherein the property management module furtherstores fuel consumption for the instance of traversing the maintenancesite, and wherein the job estimation module is configured to estimate acost associated with the second instance of traversing the maintenancesite based at least in part on an estimate of fuel consumption for theestimated subsequent time of completion and estimated fuel consumptionfor the second instance of traversing the maintenance site.
 49. Thedriver-assisted steering apparatus of claim 24, further comprising aturn control module configured to receive a user turn input including aturn command and a direction of turn for the turn command, causing thedirection control module to switch the virtual line to an adjacentvirtual line of the set of virtual lines consistent with the directionof turn for the turn command, in response to receiving the user turninput.
 50. The driver-assisted steering apparatus of claim 49, whereinthe direction control module is configured to execute an automated turnto align the power equipment device to the adjacent virtual line inresponse to the user turn input.
 51. The driver-assisted steeringapparatus of claim 50, wherein the automated turn is controlled tomaintain independent movement of all wheels of the power equipmentdevice during the automated turn.
 52. The driver-assisted steeringapparatus of claim 50, wherein the automated turn is selected from atleast one of: a zero-radius turn, a Y-shape turn, a u-shape turn, akeyhole shape turn, or a combination of the foregoing.
 53. Thedriver-assisted steering apparatus of claim 50, wherein the automatedturn is in part confined within a boundary region representing aperimeter of a geographic area in which the set of virtual lines areconfined.
 54. A graphical user interface for a driver-assisted steeringapparatus for a power equipment device, comprising: an active displayconfigured to render graphical depictions of data display fields anduser input command entry fields, and receive user input entry selectionsat a graphical depiction of a user input command entry field, the datadisplay fields and the user input command entry fields comprising: aprimary parallel path position entry and acknowledgment field, apositioning system and parallel path status field, a left turn commandentry, and a right turn command entry; a data storage medium for storinginstructions pertaining to operations of the graphical user interface;and a processor for executing the instructions stored in the datastorage medium to perform operations of the driver-assisted steeringapparatus, the operations comprising: receiving a first activation ofthe primary parallel path position entry user input command, andforwarding a first primary parallel path entry to the driver-assistedsteering apparatus; receiving a position location acknowledgment fromthe driver-assisted steering apparatus indicating successful allocationof a first position location data point to the first primary parallelpath entry; updating the primary parallel path position entry andacknowledgment field to graphically indicate the successful allocationof the first position location data point; receiving a second activationof the primary parallel path position entry user input command, andforwarding the second primary parallel path entry to the driver-assistedsteering apparatus; receiving a second position location acknowledgmentfrom the driver-assisted steering apparatus indicating successfulallocation of a second position location data point to the secondprimary parallel path entry; and updating the primary parallel pathposition entry and acknowledgment field to graphically indicate thesuccessful allocation of both the first position location data point andthe second position location data point.
 55. The graphical userinterface of claim 54, the data display fields further comprising a linestatus display field configured to display a no points set indicatorprior to receipt of the position location acknowledgment, configured todisplay a one point set indicator following receipt of the positionlocation acknowledgment and prior to receipt of the second positionlocation acknowledgment, and configured to display a two points setindicator following receipt of the second position locationacknowledgment.
 56. The graphical user interface of claim 54, whereinthe positioning system and parallel path status field is updated todepict an active satellite link and position location data connection inresponse to receipt of the second position location acknowledgment. 57.The graphical user interface of claim 56, wherein the data displayfields and the user input command entry fields further comprise asteering mode display that includes a manual steering indicatordisplayed when an operator of the power equipment device is manuallysteering the power equipment device, and includes a auto-steer indicatordisplayed when the driver-assisted steering apparatus is autonomouslysteering the power equipment device.
 58. The graphical user interface ofclaim 57, wherein in response to receiving an autonomous steering statusindicator from the driver-assisted steering apparatus: the positioningsystem and parallel path status field is further updated to depict adrive-by-wire depiction of the active satellite link; and the steeringmode display is updated to display the auto-steer indicator.
 59. Thegraphical user interface of claim 58, wherein in further response toreceiving the autonomous status indicator from the driver-assistedsteering apparatus, updating graphical displays of the left turn commandentry and the right turn command entry to indicate an active state ofthe left turn command entry and of the right turn command entry.
 60. Thegraphical user interface of claim 59, wherein in response to a userinput entry of the left turn command entry or the right turn commandentry, sending a left turn or right turn command signal, respectively,to the driver-assisted steering apparatus, causing the driver-assistedsteering apparatus to initiate a zero-radius or low-radius turn to alignthe power equipment device with a subsequent left or right line in a setof parallel lines.
 61. The graphical user interface of claim 54, whereinthe data display fields include a real time kinematic (RTK) status fieldthat displays a RTK fix indicator in response to a position locationdevice of the driver-assisted steering apparatus having a RTK fixstatus, and that displays a RTK float indicator in response to aposition location device of the driver-assisted steering apparatushaving a RTK float status.
 62. The graphical user interface of claim 54,wherein the data display fields further include: a distance from lineindicator displaying a current distance from a target path of thedriver-assisted steering apparatus; a heading indicator displaying anangular orientation of a current direction of motion of the powerequipment device; a speed indicator displaying an optimal or non-optimalspeed turn speed for the power equipment device in response to manual orautonomous turning of the power equipment device; and a velocityindicator displaying a current speed of the power equipment device. 63.The graphical user interface of claim 54, further comprising ageographic area display for displaying a geographic area surrounding thedriver-assisted steering apparatus, wherein the geographic area displayis responsive to a user-entry on the geographic area display defining aboundary of a geographic area for steering-assisted mowing for the powerequipment device.
 64. The graphical user interface of claim 63, whereinthe geographic area display is responsive to receive a second user-entryon the geographic display defining an exclusion area within thegeographic area for causing the driver-assisted steering apparatus toavoid traversing the exclusion area.
 65. The graphical user interface ofclaim 63, wherein the geographic area display illustrates a set ofparallel lines generated by the driver-assisted steering apparatus forthe geographic area.
 66. The graphical user interface of claim 63,wherein the geographic area display is responsive to a second user-entryon the geographic area display defining a second boundary of a secondgeographic area that is separate from the geographic area, and isresponsive to a third user-entry for extending the set of parallel linesfrom the geographic area to the second geographic area, and maintainingparallelism of the extended parallel lines with the set of parallellines.
 67. A driver-assisted steering apparatus for a power equipmentdevice, comprising: a location module configured to generate or acquireposition location information for the power equipment device, includingan antenna fixed to the power equipment device for acquiring satellitepositioning signals for determining positioning information of theantenna; a processor and a memory for storing instructions that, whenexecuted by the processor perform operations, the operations including:determine a distance between a fixed position of the antenna and avirtual antenna position near a steering axis of the power equipmentdevice, modify the positioning information of the antenna determinedfrom the satellite positioning signals with a variable displacementfactor determined from the distance, and generate displaced positiondata for the antenna representative of the virtual antenna position nearthe steering axis; a direction control module configured to determine acurrent position and a current heading of the power equipment devicefrom the displaced position data and determine a linear or angularoffset from a target path stored in a memory, and generate steeringadjustment data configured to direct the power equipment device towardthe target path; and a drive control unit configured to receive thesteering adjustment data and control a steering apparatus of the powerequipment device consistent with the steering adjustment data.
 68. Thedriver-assisted steering apparatus of claim 67, further comprising aninertial measurement unit (IMU) for determining a pitch displacement ofthe antenna and a roll displacement of the antenna relative to a fixedgravitational vector, wherein the processor determines the variabledisplacement factor as a function of changes in the pitch displacementand roll displacement of the antenna.
 69. The driver-assisted steeringapparatus of claim 68, wherein the processor generates the displacedposition data from the variable displacement factor corrected for thechanges in the pitch displacement and roll displacement of the antenna.70. The driver-assisted steering apparatus of claim 68, wherein the IMUfurther comprises a set of odometers for respectively determining arelative right side speed and a relative left side speed of the powerequipment device, wherein the current heading is determined at least inpart from the determined relative right side speed and the relative leftside speed.
 71. The driver-assisted steering apparatus of claim 68,wherein the fixed position of the antenna is mounted to a supportrearward and above a user steering apparatus of the power equipmentdevice.
 72. The driver-assisted steering apparatus of claim 68, whereinthe fixed position of the antenna is mounted frontward and below a topsurface of a user steering apparatus of the power equipment device. 73.The driver-assisted steering apparatus of claim 72, wherein the fixedposition of the antenna is mounted to a steering column of the powerequipment device, frontward and below a top surface of a steering wheelmounted on the steering column.
 74. The driver-assisted steeringapparatus of claim 68, wherein the fixed position of the antenna ismounted frontward of a user seat on the power equipment device.
 75. Amethod for correcting real-time kinematic (RTK) global positioning datafor a machine, comprising: receiving first real-time kinematic (RTK)position location data for a power equipment device defining a firstposition location for the power equipment device; acquiring a fix RTKdata status for the first RTK position location data; receiving secondRTK position location data for the power equipment device defining asecond position location for the power equipment device; acquiring thefix RTK data status for the second RTK position location data;determining a heading and speed of the power equipment device from thefirst and second RTK position location data; receiving third RTKposition location data for the power equipment device defining a thirdposition location for the power equipment device; acquiring a float RTKdata status for the third RTK position location data; extrapolating anexpected third position location of the power equipment device from thesecond RTK position location data, the speed and heading of the powerequipment device and time between acquiring the second RTK positionlocation data having the fix RTK data status and acquiring the third RTKposition location data having the float RTK data status; and determininga correction factor at least in part from the expected third positionlocation of the power equipment device and utilizing the correctionfactor to adjust subsequent RTK position location data for the powerequipment device having the float RTK data status.
 76. The method ofclaim 75, wherein determining the correction factor further comprises:determining a distance vector between the expected third positionlocation and the third RTK position location having the float RTK datastatus; subtracting the distance vector from the third RTK positionlocation having the float RTK data status; and generating correctedthird RTK position location data for the power equipment device.
 77. Themethod of claim 75, further comprising receiving subsequent RTK positionlocation data defining a subsequent position location for the powerequipment device, the subsequent RTK position location data having thefix RTK data status.
 78. The method of claim 77, further comprisingterminating the adjusting subsequent RTK position location data for thepower equipment device in response to receiving the subsequent RTKposition location data having the fix RTK data status.
 79. A method forproviding automated steering for a power equipment device, comprising:acquiring wireless signals containing position location information anddetermining position data for the power equipment device; utilizing theposition data for determining a position and a heading of the powerequipment device; determining a linear or angular displacement betweenthe position and the heading and a target heading associated with atarget path of motion stored in a memory; generating steering correctionsignals for aligning the heading of the power equipment device with thetarget heading; steering the power equipment device consistent with thesteering correction signals; receiving a user input entry to initiate aturn to an adjacent path; switching heading determinations for the powerequipment device from the position data to a localized headingdetermination device associated with the power equipment device;initiating a first turn portion changing a direction of the powerequipment device from the heading to a threshold angle from the targetheading; initiating a second turn portion causing the power equipmentdevice to perform a zero radius turn changing the direction of the powerequipment device from the threshold angle to a second threshold anglegreater than the threshold angle and less than the target heading;generating additional steering correction signals aligning the directionof the power equipment device with the target heading; and initiating athird turn portion steering the power equipment device according to theadditional steering correction signals to align the direction of thepower equipment device with the target heading.
 80. The method of claim79, further comprising: measuring a displacement of the power equipmentdevice following the initiating the third turn portion and returning toutilizing the position data for determining the heading of the powerequipment device; and utilizing the position data and the headingdetermined from the position data for generating subsequent steeringcorrection signals to maintain the power equipment device along thetarget heading.